Underground line 5 (Hamburg)

line
Route of the U5 line
Route length:	~ 24 km
Gauge :	1435 mm ( standard gauge )
Power system :	side busbar, coated from below, 750 V  =
Top speed:	80 km / h
Dual track :	continuous
Construction section east (planned construction period: 2021 to 2028/29):
Legend Bramfeld Steep shoop Nordheimstrasse U1 to Ohlsdorf Sengelmannstrasse U1 to Kellinghusenstraße City North
Middle construction phase (planned construction period: 2025 to 2035):
Borgweg Jarrestrasse Beethovenstrasse Uhlenhorst St. George North variant (left) and south variant (right) Central station north Kirchenallee main station (Optional: Jungfernstieg ) town hall Stephansplatz university Grindelberg Hoheluftbrücke Gartnerstrasse University Hospital Behrmannplatz Hagenbeck's zoo Sports field ring Stellingen Arenas Volkspark Names of new stations are preliminary.

The U5 is a line of the Hamburg U-Bahn that is currently being planned and is intended to connect the inadequately developed districts in the north-west and north-east of the city with the city ​​center . With the exception of the operationally necessary connections to the existing network, the line should be completely independent of the existing underground lines.

The start of construction of the route is planned for 2021, the start of passenger service is planned for the period 2028/29.

The U5 is to be the first underground line in Hamburg to be operated driverless, which will enable train sequences of up to 90 seconds.

route

Schematic plan of the rapid transit network with the planned U5 line.

The large housing estate Steilshoop with over 10,000 inhabitants has so far only been connected to public transport by buses.

View over the western Überseering in the City North. One of the largest office locations in Hamburg would have a direct rapid transit connection with the U5.

The line will mainly serve two radial routes that connect the city center with peripheral districts in the north-west and north-east of Hamburg. Like the existing underground lines, the U5 is to be routed via the central traffic junction at the main train station and, if necessary, via the Jungfernstieg rapid transit junction in the center of the city center. Overall, the current plans take up the route plans that have existed for decades in essential points (see below). In contrast to the U4 , the last newly established underground line in Hamburg, which shares most of its route with the older U2 line , the U5 is to have a completely independent route with the exception of the operational connections to the existing network, which among other things ensures the greatest possible operational stability should be achieved.

Most of the districts and quarters served by the line have so far only been accessed by buses. The large housing estate Steilshoop in particular does not have a public transport connection that corresponds to the population density, but other areas such as the high-density, predominantly Wilhelminian -style districts east of the Outer Alster and the City Nord as a location for around 30,000 jobs also have an undersupply. Overall, the line should connect the households of around 140,000 people to the rapid transit network within walking distance. Furthermore, the U5 improved the connection to central facilities such as the university , the university clinic and the Eimsbüttel district office as well as other important transport destinations such as the sports and event facilities in the Altonaer Volkspark .

In addition, the Senate and Hochbahn emphasize the importance of the U5 for the improvement of the overall network, which on the one hand results from the relief of existing lines, e.g. B. by creating a north-south route east of the Outer Alster in addition to the existing route of the U1 west of it, and on the other hand from the network effect. The U5 in the west of the city creates a new connection between the lines of the U3 , the U2 and the Pinneberger S-Bahn and crosses the U1 in the north of the city. In total, transitions to other rapid transit lines are to be created at at least seven stations.

The route would have a total length of around 24 kilometers - although this information is subject to further specification of the individual route sections (see below) - and is divided into two construction sections. These are (with preliminary information on the planned construction time):

• East construction phase: Bramfeld - City Nord (2021-2028 / 29)
• Middle construction phase: City Nord - Inner City - Arenas Volkspark (2025-2035)

The division of the two construction phases into an eastern and a middle one - and not, for example, into an eastern and a western one - results from the fact that a further, western construction phase was initially planned to connect the large housing estate Osdorfer Born in Osdorf and Lurup to the rapid transit network should be. The planning for this was abandoned in favor of an alternative S-Bahn route , but the connection to the Altonaer Volkspark belonging to the western construction section was integrated into the middle construction section, after this was previously only supposed to extend to Stellingen .

The Senate had declared early on that further differentiation of the construction phases could result as the planning progresses. According to Hochbahn, the final number and the order of implementation can probably be determined after the completion of the feasibility studies for the three originally planned sections, which was achieved in summer 2019. So far, no statements have been made that the basic division into two construction phases should be deviated from.

The original three construction phases were initially defined in such a way that each section should have a connection to the existing network in order to be able to use existing infrastructure facilities such as workshops. As the planning progressed, however, it emerged that only the eastern - in the area of ​​the Sengelmannstrasse station - and the middle - in the area of Hagenbeck's zoo - would be connected to the existing network.

It should also be pointed out that the division of the construction phases was changed in the course of the planning; While the middle construction phase according to the concept study should only extend as far as the Siemersplatz station planned at this time (east of the currently planned Behrmannplatz station ), the feasibility study for the middle section determined that it would be due to the close traffic dependencies on the previously planned western construction section or . the alternative S-Bahn route examined in parallel must be considered together with this. From this integrated consideration it emerged that the middle section should extend to Stellingen and the western section should be limited to the stretch from Stellingen to the Osdorfer Born. With the abandonment of the western construction section in favor of the S-Bahn, the middle section was finally extended to the arenas.

East construction phase: Bramfeld - City Nord

View over the Bramfeld village square in west direction. The eastern terminus of the U5 should be in the axis of the existing road.

The northern platform of the Sengelmannstraße station built in connection with the plans for the original U4 is to be activated as part of the construction of the U5.

Current condition of the bed on track 4 at Sengelmannstrasse station ; After the station has been expanded, track 4 is to be used by the U1 trains heading south.

The plans presented below correspond to the status of the completed approval planning for the construction phase.

The eastern construction section led from Bramfeld via the large Steilshoop housing estate and southern Ohlsdorf to the City Nord office district on the northern edge of Winterhude . The route would have a length of around 5.8 kilometers and had five stations. More than 100,000 people live in the districts served by the route, of whom around 30,000 would be connected to the rapid transit network for the first time on foot, plus around 30,000 jobs in City Nord. With the exception of the section in the area of ​​the Sengelmannstrasse station , the route is to run completely underground.

The eastern starting point of the route would be in the center of the Bramfeld district with a station under the street Bramfelder Dorfplatz (planning names: Bramfeld and Bramfeld Dorfplatz ). The station has around 7,300 residents within walking distance, as well as two schools, a local supply center and numerous jobs. In total, the Hochbahn expects around 13,600 passengers to use the station every day.

The route ran from Bramfeld in a westerly direction to a new station in the area of ​​the existing Steilshoop shopping center bus stop in the center of the large housing estate (planning names: Steilshoop and Gründgensstrasse ) and on to a new station on the axis of Nordheimstrasse between the intersection of Fuhlsbüttler Strasse / Nordheimstrasse and the Sahlenburger Strasse (planning names: Nordheimstrasse and Fuhlsbüttler Strasse / Nordheimstrasse ). The U5 then crossed the S-Bahn route in the direction of Hamburg Airport / Poppenbüttel or Wedel and switched to the route of the U1 in the direction of Norderstedt Mitte or Großhansdorf and Ohlstedt . Immediately north of Sengelmannstraße, the U5 would come to the surface, cross the street over a new bridge parallel to the existing U1 and finally reach the existing Sengelmannstraße station from the north. It is planned to activate the station's second island platform, which was built as a preliminary structural work for the route planned in the 1960s and 70s but not yet realized on the line originally planned as the U4, for the U5. As already provided for in the historical plans for the U4, the platforms are to be operated in the same direction as those of the Kellinghusenstraße , Berliner Tor and Wandsbek-Gartenstadt stations, with the southern platform serving the trains going north and the northern platform serving the trains going south. The U1 would stop at the outer platform edges (tracks 1 and 4), the U5 at the inner ones (tracks 2 and 3). Furthermore, a track connection is to be established in the Sengelmannstraße area between the U5 line and the existing network, so that the U5 together with the connection in the area of ​​the Hagenbecks Tierpark station had a total of two such connections.

Immediately to the south of the station, the U5 dived underground again, continued in a southerly direction and opened up the City North with a new stop roughly in the area of ​​the existing New-York-Ring bus stop on the southwestern Überseering (planning names: City North and New-York Ring ).

Middle construction phase: City North - Inner City - Arenas Volkspark

Like the existing rapid transit lines, the U5 will also run through the main station.

The University Hospital Eppendorf is to be connected to the rapid transit network by the U5.

With the U5, the sports stadiums in the Altonaer Volkspark are to receive a direct rapid transit connection for the first time.

The plans presented below correspond to the status of the completed feasibility study for the construction phase and are currently being specified in the context of the preliminary draft planning. For most of the stations mentioned, different location variants are checked, which are not listed in detail.

The middle construction section roughly described the shape of an elongated "U" and ran from City Nord in a southerly direction through the densely populated districts of Winterhude , Barmbek-Süd , Uhlenhorst and St. Georg to the main station and the city center and from there in a northerly direction through the districts of Rotherbaum , Harvestehude and Lokstedt to the west of the Outer Alster and further in a westerly direction via Stellingen to the sports and event facilities in the Altonaer Volkspark in Bahrenfeld . Overall, the construction section would have a length of around 18 kilometers and, depending on the selected route variant in the city center, extended the U5 by 17 or 18 stations. In total, the households of around 110,000 people would be within walking distance of the central construction phase. The route between Borgweg and the main train station and the location of the stations largely corresponded to the historical plans for the U4 in this area.

Starting from City Nord, the line crossed under the city ​​park in a southerly direction and reached the existing Borgweg station with a transition to the ring railway. An eastern and a western route under the city park, each with different stop locations in the Borgweg area, will be examined. From there, the route followed the B5 south and reached the new Jarrestraße station on the southern edge of Winterhude, around the area of ​​the existing Jarrestraße bus stop (Kampnagel) . The station opens up, among other things, a larger Wilhelminian-style district west of the B5 as well as the Jarrestadt , an outstanding example of reform housing construction from the early twentieth century, and the Kampnagel culture factory east of the B5.

The route followed the course of the B5 further to the southeast, crossed the Osterbek Canal and opened up the eastern Uhlenhorst and the composer's quarter in the western Barmbek-Süd with the new Beethovenstraße station in the area of ​​the bus stop of the same name. The route followed the B5 until shortly before the existing Mundsburg underground station , but swung to the southwest into the axis of the Mundsburger Damm without stopping and followed the road to the Mundsburg Canal, where a new Uhlenhorst stop at the location of the existing one Bus stop Mundsburger Brücke is planned.

From here the route ran in a south-westerly direction, crossed under Hohenfelde without stopping and reached St. Georg with a new station of the same name, roughly in the area of ​​the existing AK St. Georg bus stop . Among other things, the station opens up the Lange Reihe as a popular shopping and nightlife street and center of Hamburg's LGBT scene and the hospital mentioned . From there, the route continued in a south-westerly direction to the main train station, whereby depending on the location of the station at the main train station (see below), a northern route variant in the course of the Lange Reihe and a variant located a little further south are examined. Different stop locations are being examined at the main train station, and different variants for the subsequent route through the city center to the Stephansplatz / Dammtor area on the northeastern edge of the city center are being examined (see below).

North of the Stephansplatz / Dammtor area , the route essentially followed the course of MetroBus line 5 in a north-northwest direction and served the new university stations, for example at the location of the Grindelhof bus stop in Rotherbaum and Grindelberg in western Harvestehude at the location of the Eimsbüttel district office bus stop . Finally, the route of the U5 crossed the Ringbahn again at the existing Hoheluftbrücke station and followed the course of the Hoheluftchaussee to a new Gärtnerstraße station at the location of the bus stop of the same name at the Hoheluftchaussee / Gärtnerstraße intersection. From there the route swiveled to the northeast and led to the new stop Universitätsklinikum in the north of the grounds of the University Clinic Eppendorf (UKE). In addition to the hospital, the station also opens up parts of the adjacent residential development in western Eppendorf. The route then swiveled to the northwest and led to a new Behrmannplatz station below Vogt-Wells-Strasse in the immediate vicinity of the existing terminus of MetroBus line 5 at Siemersplatz. From there, the route followed the route of the MetroBus line 22 along the Julius-Vosseler-Straße / Koppelstraße to the existing station at Hagenbeck Zoo , where there would be a transition to the U2. Furthermore, in the area of Hagenbeck's zoo, a track connection is to be established between the route of the U5 and the existing network, whereby the U5 together with the connection in the area of ​​the Sengelmannstraße station had a total of two such connections.

Starting from Hagenbeck's zoo , the U5 followed the course of Koppelstrasse in a westerly direction to a new Sportplatzring station south of the former Stellingen arena , whose areas are currently being developed into a compact, mixed-use area with up to 700 apartments. The route then followed the course of Volksparkstrasse further west to the existing Stellingen S-Bahn station , where there would be a transition to the S-Bahn lines in the direction of the city center and Pinneberg. Finally, the U5 passed under the commercial area between Binsbarg and Schnackenburgallee and reached the Arenen Volkspark terminus at the western end of Sylvesterallee, for example in the area of ​​the existing Arena Rot parking area .

Hochbahn and Senate expect the middle section of the U5 to have considerable relief effects for bus traffic, especially for line 5, which is the busiest bus line in Hamburg with up to 60,000 passengers a day, and also for lines 2, 3, 6, 7, 17 , 21 and 22, which could be partially or completely replaced by the U5.

Variants in the city center

The feasibility study is in favor of activating the platforms originally built for the U4, but never in operation, at the Hauptbahnhof Nord station .

Between the main train station and the existing Stephansplatz underground station , three routes are being investigated. The first and second of the variants described below were essentially examined in the concept study, while the third was only considered in the context of the feasibility study.

The first option is to connect the U5 to the existing Hauptbahnhof Nord station . As with the Sengelmannstraße station , the existing platforms, which were built as a preliminary service for the U4 line planned in the 1960s and 70s, but never put into operation, should be activated in the outer tubes of the station for the U5, so that a platform-level transition between U5, U2 and U4 would be created. Should the existing platforms not be used, a station location north of the main train station north will be examined as an alternative . From there, the route led in a westerly direction to the existing Jungfernstieg rapid transit junction with a transition to all other underground lines and the City S-Bahn . From there, the route continued in a north-westerly direction to the Stephansplatz / Dammtor area with links to the U1 as well as to long-distance, regional and S-Bahn traffic and swiveled onto the route in the direction of Hoheluftbrücke .

The second variant provides for a new station in north-south orientation below Kirchenallee parallel to the main aisle of the station (planning name: Hauptbahnhof Kirchenallee ) instead of the connection to the existing Hauptbahnhof Nord station and the resulting east-west alignment of the route . From there, the route ran in a larger arc in a south-westerly direction to the Rathaus station , which would be expanded to include a second platform in the north-east of the Rathausmarkt, and in another larger arc in a north-westerly direction to Stephansplatz.

The third variant is essentially the same as the first, but provides for a direct route to the Stephansplatz / Dammtor area starting from the main station north , leaving out the Jungfernstieg. The prerequisite for this is that a platform-level transition can be created between the U5 and the other underground lines that run there at both the main station and Stephansplatz. The background to this variant is a differentiated consideration of the quality of the transfer relationships at Jungfernstieg as part of the feasibility study. In principle, the investigation also recognizes that a stop at Jungfernstieg would offer a link with a larger number of rapid transit lines and better access to the central business locations in the city center. However, the new station of the U5 would have to be built at a relatively great depth and distance from the platforms of the other lines, so that there would be comparatively long walking distances between the U5 and the other lines and into the city center. By creating platform-level transitions to lines that already run to Jungfernstieg, a more convenient indirect connection via the neighboring stations is to be created instead of this direct connection, which is judged to be cumbersome.

The concept study - which only knows the first and second variant - prefers the southern route via Kirchenallee and City Hall , as it allows very favorable transfer relationships at the main station and the route would be associated with significantly lower structural risks and constraints. In particular, the study detects conflicts with the traffic-significant Wallring tunnel west of the main station and the Ernst-Merck-Brücke north of it during a guided tour through Hauptbahnhof Nord . The study also rejected the activation of the unused platforms of the main train station north as too costly, as the access to the southern platform is blocked by the deep foundation of a building on the Glockengießerwall . In connection with the planned stop of the U5 at Jungfernstieg, the longer transfer routes to the lines U1 and U3 and to the S-Bahn will continue to be viewed critically, and the effort involved in building a station within the Inner Alster will be emphasized. The study recognizes the negative aspects of the southern variant, above all, in the longer construction lengths, which are less advantageous in terms of construction costs and travel time, and the less favorable connection between town hall and Jungfernstieg , although the concept study is based on a station location further south below Rathausstrasse.

In contrast, the feasibility study favors the direct route between the main train station and Stephansplatz. With regard to the south variant via Kirchenallee and Rathaus , the study confirms the advantages over the north section identified by the concept study and particularly emphasizes the better development effect for the inner city, but gives higher weight to the weaknesses of the south variant identified in the concept study.

Routing and construction methods

Principles of route planning

In addition to traffic planning and economic aspects, a central principle of route planning and the selection of construction methods is the minimization of interventions in the route and station environment, both during the construction period and after completion of the route. The Senate and Hochbahn expect this to increase acceptance for the project and avoid conflicts.

Since the route is to lead through the most important parts of the urban area, it is primarily planned to be underground. In large areas of the route, alignments in the cut, on the ground or at altitude would only be possible with considerable interference in the existing structural substance, in open and green space structures or in street cross-sections. In particular, the competition for above-ground traffic areas - especially areas used by flowing and stationary vehicle traffic - is viewed as prone to conflict. In addition, there would be possible conflicts with regard to noise pollution in the vicinity of the route, which can also be ruled out by the underground route. An above-ground routing is only planned in the area of ​​the existing above-ground station Sengelmannstrasse .

Furthermore, the route should generally run under public areas and avoid undercutting buildings, and the stations and their entrances should also be located under or on public land in order to exclude permanent interference in private land or to be able to forego acquisitions of previously private land .

The route and stations are planned to be at a depth that is comparatively great for the Hamburg network, which is mainly due to the consideration of existing underground infrastructure and the avoidance of subsidence . On the eastern construction section, for example, the Nordheimstrasse station will be around 18 to 19 meters below ground, which is roughly the depth of the Überseequartier station on the U4.

Clearance profile

The route of the U5 is planned for vehicles in the traditional Hamburg clearance profile such as the DT5 series.

The route of the U5 is planned on the basis of the traditional clearance profile of the elevated railway for vehicles with a width of 2.64 meters and a height of 3.33 meters, which corresponds roughly to the parameters of the latest Hamburg vehicle generation DT5 .

As part of the preparatory concept study and the development of the feasibility study for the eastern construction section, the elevated railway also considered a larger vehicle based on the type recommendation for underground trains of the VDV with a width of 2.9 meters and a height of 3.55 meters, which corresponds to the dimensions of the vehicles of the Munich and Nuremberg subways . The VDV vehicle would have offered around 7 percent higher transport capacity and greater comfort thanks to wider aisles and doors compared to the vehicle according to the elevated railway profile.

From the perspective of Hochbahn, the roughly 5 percent lower shell construction costs for tunnel sections due to the smaller profile and the compatibility with the existing infrastructure such as the main Barmbek workshop spoke in favor of retaining the Hamburg profile. In addition, there is potential for savings in vehicle procurement, as the 90 vehicles of the DT6-A series required for the automatic operation of the U5 are to be commissioned together with the 260 units for conventional or semi-automatic operation, which are the units of the series procured from the 1980s DT4 should replace. Both vehicles are being developed on the basis of a uniform platform , which is intended to reduce development and manufacturing costs, as well as the general economies of scale of a larger order.

Open space planning measures in the station area

For individual station locations, elevated railway, administration and politics are considering using the interventions in the street space required as part of the construction work in order to simultaneously upgrade the public space in the vicinity of the station in terms of urban planning and open space planning. Due to the early planning stage for the majority of the route and the partial publication of planning data in some cases, no conclusive statements are available as to which locations will be considered for a more comprehensive redesign.

For the area of ​​the Bramfeld village square, the reduction and merging of the previously separate directional lanes in the south of the village square in favor of a generous contiguous pedestrian area in the north is planned. In addition to improved and expanded public usability of the village square, the measure made it possible to handle pedestrian traffic more cheaply. On the other hand, the redesign according to the early draft status presented in March 2018 would mean the loss of part of the local green backdrop, the preservation of which was originally a criterion for the selection of the station location. For this purpose, the Hochbahn held out the prospect of carrying out a public participation process for the design of open spaces.

Construction method

Overview of the procedures

Tunnel platform of the Messehallen station with a station sign .

The concept study of the elevated railway considers the open construction method , the shield tunneling with a station sign and the shield tunneling with a double-track sign as essential options for tunnel construction . With regard to the least possible impact on the area around the route during the construction period, the latter two methods in particular should be used.

Shield tunneling with station sign

At the station sign, two separate tunnels will be built, each of which will accommodate a directional track and at the same time provide enough space to also accommodate a side platform in the area of ​​the stations. The two tubes are connected to each other at the stations by crosscuts and stairs to the surface. Advantages of the method are in particular that the two side platforms, which functionally form a quasi-central platform, can be accessed via a single elevator and interventions in the station environment are comparatively small. At the same time, it is also possible to build open-plan stations for the station sign if there are design considerations in favor of a more generous design. The method was already used in Hamburg for the construction of the inner city route of the U2 in the 1960s and can be traced back to the stations of Hauptbahnhof Nord , Gänsemarkt and Messehallen based on the characteristic tubular shape of the platforms.

Shield tunneling with double-track shield

In contrast, when using a double-track sign, a single tunnel tube is built, which is dimensioned in such a way that it accommodates both directional tracks. The stations will be erected as independent structures between the individual route tunnels. In the case of the U5, this should preferably be done using an open construction method and would involve relatively extensive interventions in the area around the station. The stations can have both side and central platforms, with central platforms being connected with larger interventions on the surface, as the distance between the two directional tracks must be widened in front of the station entrance in order to create space for the platform between the tracks. The space required for this expansion cannot be created using the shield drive, but must also be created using the open construction method, so the construction pit of the station would be longer along the route axis. When building side platforms, on the other hand, the route tunnel can be led directly to the station and the excavation pit is essentially limited to the actual station area. Compared to the station sign, the two-track sign offers the advantages that the route only has to be driven once and the operationally required changes between the directional tracks can be made within the route tunnel without any special effort, while at the station sign these have to be built using an open construction method or require longer special structures, connecting the two tubes together. Furthermore, the open design of the stations in combination with the great depth allows a relatively simple implementation of generous, clear station designs and thus simplifies u. a. dispensing with a mechanical smoke extraction system for each station.

Construction process for the east section

The plans presented below correspond to the status of the completed approval planning for the construction phase.

For the section between Bramfeld and City Nord, it was determined that the line should always be built in a closed construction with a double siding. This does not apply to the section between the City Nord station and the Sengelmannstrasse area, which is to be constructed openly, as the underground parking facility planned north of City Nord cannot be constructed using shield driving due to the inclines and radii of the route. The stations are to be built using an open construction method.

Stations

Analogous to the underground stations of the U4 in HafenCity, the tunnel stations of the U5 should be generously dimensioned, at least on the eastern construction section.

According to the current state of planning, depending on the route and station variant to be selected in the city center (see above), the U5 should have 22 or 23 stations in the final stage.

Technical parameters

The minimum design dimensions for the platforms are a length of 120 meters, which corresponds to the platforms of the stations of the U1 , U2 and U4 lines , and a width of 4.5 meters for the sides - and 7 meters for the central platforms . The parameters mentioned were defined as part of the feasibility study for the eastern construction section and later adopted for the stations in the middle construction section.

Accessibility and security

The U5 is to be the first high-speed train line in Germany to have platform screen doors, in the picture an example of this at the Châtelet station of the Paris subway

All stations will be made barrier-free for the initial start-up in accordance with federal and state regulations, in particular Section 7 (2) of the Hamburg Act on Equal Opportunities for Disabled People, and will therefore also be accessible and usable without restriction for people in wheelchairs, with walkers, prams, suitcases, etc. .

Furthermore, the U5 is to be the first high-speed railway line in Germany to have platform screen doors from the first time it goes into operation , in order to prevent passengers and objects from falling onto the tracks. As in the example of the Châtelet station of the also fully automatic line 14 of the Paris subway shown in the picture opposite, the track troughs of the U5 on both side and central platforms should only be separated from the platforms by walls and doors, but not completely enclosed .

Due to the comparatively great depth and the open construction, it is planned to dispense with a mechanical smoke extraction system for the platforms at least in some of the stations. Analogous to the underground stations of the U4 in HafenCity, stations could be equipped with high platform halls so that the smoke is trapped under the ceiling of the hall, while the staircases from the platform to the distribution floors used for evacuation can be protected by simple smoke curtains. The underground stations of the eastern construction section are all to be built according to this pattern; this is at least partially planned for the stations of the middle construction section.

Typology

East section

The plans presented below correspond to the status of the completed preliminary design for the construction phase.

The section between Bramfeld and City Nord is to have five stations, from which the Sengelmannstrasse stops would offer a switch to the existing rapid transit network. With the exception of the existing above-ground station Sengelmannstrasse , all stops are to be built underground.

The Bramfeld , Steilshoop and Nordheimstrasse stations are to have side platforms, and City Nord and Sengelmannstrasse central platforms. At the last-mentioned stop, the two existing central platforms are to be expanded for use by the U5, after only the southern platform has been used by the U1 so far. The central platform of City Nord exceeds the above. The minimum design dimension of 7 meters with a width of around 12 meters is considerable, since a significant number of passengers is expected in City Nord during rush hour and because the construction of a more generously dimensioned station system is comparatively easy due to the wide cross-section of the street above the station.

All underground stations should have a distribution floor between the platform level and the surface.

Middle section

The plans presented below correspond to the status of the concept study.

The section between City North and arenas Volkspark should vary depending on route and station variant, have in the city about 17 or 18 stations of which Borgweg , Hauptbahnhof Nord and Church Avenue Central Station , Jungfernstieg or City Hall , St. Stephen's Square , Hoheluftbrücke , Hagenbeck Zoo and Stellingen a Switch to the existing rapid transit network. All stations of the construction phase are to be laid underground.

According to the current state of planning, the Arenen Volkspark station could have two central platforms in order to better handle the increased number of passengers during the event traffic.

layout

East section

The design of the individual stations of the eastern construction section is developed on the basis of a joint design manual that defines uniform standards and design elements for the essential extensions of the distribution and platform levels and the above-ground facilities, for example the access structures and the bus stop masts. The manual is intended to ensure so much uniformity that a recognizable identity and a creative cohesion of all stops are created, while at the same time it allows so much openness that each station can receive an individual design.

The described concept of diversity in unity represents a characteristic of the station design of the Hamburg network - not limited to Hamburg, but definitely for Hamburg. the stations of the individual construction sections of the existing network also often follow similar design principles, but vary from station to station in very subtle details. These include, for example, the elevated or elevated stations along the individual sections of the Ringbahn, the access buildings for the Walddörferbahn stations designed by Eugen Göbel in the style of manorial country houses, or the stations on the inner city route of the U2.

The design manual is based on a sample design by Hadi Teherani Architects (Hamburg), which was selected as part of an international competition and presented to the public for the first time on November 15, 2017. The design statements of the award-winning contribution were further developed by the draftsmen and the Hochbahn into the design manual, the specifications of which form or formed the basis for further planning and the structural implementation competitions for the Steilshoop and Sengelmannstrasse stations (see below).

The Hochbahn explained that the visual leitmotif of the pattern design is largely determined by nature motifs such as flora and fauna . Nonetheless, both the draft sample and the more specific drafts use these motifs mainly in a reserved manner. The sample draft contains statements on materials and colors for floors, walls and ceilings, on the station furniture and on the lighting concept. The award-winning design is characterized by great clarity with a restriction to a few design elements and a reduced material and color canon, the dark gray concrete block for floors, white, vertically structured ceramic elements for wall cladding, backlit, dark gray lacquered perforated sheet metal for ceiling cladding, exposed concrete for structural elements such as Pillars and large glass elements combined. The result is a dramatic light-dark contrast between white vertical and dark horizontal surfaces, which is additionally supported by the sometimes high platform halls. For the furniture, Hadi Teherani Architects designed its own modular family of seating furniture, rubbish bins and other fixtures, the shape of which is based on tree trunks. Dynamic lighting is provided for the stations, which should be able to create different lighting moods. Further components of the lighting concept are lighting elements embedded in the floor as a wayfinding system as well as color-lit, glass platform screen doors and walls. In order to individualize the individual stations, the concept provides in particular the adaptation of characteristic features from the respective stop area and an individual color concept for the lighting and coloring of the platform screen doors and walls.

On April 24, 2018, the Senate and Hochbahn presented the design for the Steilshoop station, the first qualified station design based on the design manual. It was developed by the Trapez Architektur (Hamburg) office as part of a structural implementation competition. The Senate justifies the implementation of a separate qualification process with the particular importance of the subway connection for the district, although it does not explain what this particular importance lies in.

Trapezoid architecture takes up the motifs of the design manual in a comprehensible manner, but also sets distinctive, independent accents. The clearest references to the sample design can be seen in the adaptation of the basic color zoning with predominantly white wall surfaces, dark floor surfaces and the dark ceiling clad with a complex perforated sheet metal. Trapez Architektur achieves independence in particular through the enrichment of the limited color scheme of the pattern design with a bright yellow-orange tone. Individual colors should be used as specific identification colors of the individual stations following the specifications of the design manual and, for example, mark areas that are important for passengers and thus facilitate orientation. While the design manual only provides for sparing accentuation, Trapez Architektur suggests using it over a large area, which gives the design an overall more lively character. This applies in particular to the walls and pillars in the area of ​​the stairs between the platform level and the distribution floors, which are staged as sharp-edged incisions in the otherwise white walls, the glass platform screen doors, which are so differentiated from the simply transparent partition walls on the platform edge, and service areas such as ticket machines and entrances to elevators. The color of the pillars on the distribution level should primarily be used as an identification color. Further variations compared to the sample design include the abandonment of the execution of the pillars at the stairways in exposed concrete in favor of glass cladding and the use of their own furniture, for which Trapez Architektur suggests the development of benches and trash cans from the elements of the wall cladding. The idea of ​​incorporating motifs from the station's surroundings was pursued in particular in the design of the ceiling cladding, whose hole pattern is reminiscent of flocks of birds and individual birds and gives the station a light, shimmering, shimmering appearance. The motif is based on the shape of the Steilshoop housing estate, whose two main access axes converging at an obtuse angle with the adjacent ring-shaped structures are reminiscent of the flight image of a bird with outstretched wings. In addition, the motif should not be limited to the station ceiling, but should be used from the platform level to the above-ground access structures, thus formulating a design bracket for the entire station structure.

On July 26, 2019, the draft for the expansion and renovation of the existing Sengelmannstraße station was presented as a second qualified draft. In addition to the special feature that an existing station is to be adapted for operation by the U5, this is also the only above-ground station in the eastern construction section or, according to the current planning status, the only above-ground station in the entire network. The design was also developed by the Hamburg office of Gössler Kinz Kerber Kreienbaum Architects BDA (GKKK) as part of a building construction competition.

In order to ensure sufficient noise protection for the existing residential development north of the station, the competition task envisaged the complete enclosure of the station. GKKK suggests two L-shaped combined roof-wall elements, each of which is tilted outwards by a few degrees so that the two roof surfaces overlap slightly. The resulting opening as well as the skylights embedded in the roof allow natural lighting of the platform and the stairways of the station. In terms of design, GKKK largely consistently adopts the guidelines of Hadi Teherani Architects and their disciplined approach. In the counter hall in particular, the design follows the given zoning in dark floor areas, white, vertically structured wall areas and dark, backlit perforated sheet metal for the ceiling paneling. At the platform level, on the other hand, there is a significant variation in the guidelines due to the uniform cladding of the inner surfaces of the roof elements with perforated sheeting, which gives the platform a significantly different character than in the tunnel stations - especially in connection with the natural lighting that is also unique for the eastern construction section. The grid of the perforated sheet shows a rhythmic play of different hole diameters both in the ticket hall and on the platform level, which should create the impression of a diffuse, cloud-like structure that surrounds the platform and covers the ticket hall. While Trapez Architektur has made the generous use of color an essential feature of its design and also provided a very powerful and luminous color tone, GKKK follows the specifications of the design manual more closely and provides for a much more economical use, which focuses on the tint of the lower halves of the Platform screen doors and walls limited in a dark turquoise tone.

Middle section

There is no information about the planned design of the middle construction phase. So far, the elevated railway has only stated that the design manual for the stations of the eastern construction section has been specially developed for this.

designation

All information on the names of new stations used in the article is preliminary. It should also be noted that the Hochbahn does not use the names consistently; The entry in the Hochbahn's dialogue blog, which describes the final route of the eastern construction section, uses Bramfeld Dorfplatz instead of Bramfeld and Gründgensstraße instead of Steilshoop , in contrast to the plan graphic attached to the post Economic and Transport Committee of the Wandsbek District Assembly in March 2018. The station currently called City Nord was also called the New York Ring for the most part until December 2017 . Since the Hochbahn has so far used street names as well as names of districts and quarters as well as occasional names of striking facilities and structures for the underground stations, the alternatives mentioned are basically plausible.

In cases where there is no clear designation, preference is given in the article to the name that relates to the developed district or the developed quarter.

business

The U5 is to be the first high-speed train line in Hamburg to be operated driverless from the first commissioning , which should enable train sequences of up to 90 seconds.

Beyond this, no specific information on the operating concept, timing, etc. is available so far.

vehicles

The U5 is to be operated with vehicles from the DT6 series, which is currently in development. In terms of their dimensions, these should essentially correspond to the DT5 series, but be constructed in four parts

The U5 is to be operated with vehicles from the DT6 series, which is under development , of which a total of 90 units are to be procured for the line.

The DT6 series is being developed in two versions; The type DT6- A vehicles intended for the U5 are designed for driverless or fully automatic operation, while the type DT6- F is designed for conventional or semi-automatic operation. Due to the automatic operation, the vehicles of the DT6- A should dispense with driver compartments at the ends of the train and instead offer seats for passengers with a view from the front of the train or the rear.

The DT6 series is designed on the basis of the traditional elevator clearance profile. At around 40 meters, the length of a vehicle unit should correspond to that of the latest DT5 elevated railway series, but the vehicles should be around 10 cm wider than that of the DT5 and thus offer a more spacious interior. Another major difference is the four-part structure of the vehicle compared to the three-part structure of the DT5.

The DT6 should be able to be used in three-part trains with a total length of around 120 meters, which corresponds to the maximum possible lengths on the existing U1 , U2 and U4 lines .

Infrastructure

In addition to the construction of the route and stations, the U5 requires the establishment of additional infrastructure such as workshops and parking facilities.

workshops

According to the current state of planning, the U5 is to use both the existing main U-Bahn workshop in Hellbrookstraße and its own, newly built workshop between the Sengelmannstraße and Nordheimstraße stations in the Gleisdreieck between the U1, S-Bahn and freight bypass routes. The workshop is to be dimensioned so that all U5 vehicles can be serviced there.

Parking facilities

According to the preliminary design, two parking facilities are planned on the eastern construction section, which are to be located north of the City Nord station and east of the terminus in Bramfeld.

Originally, the area of ​​the track triangle was also considered for a parking facility.

Costs and financing

The costs incurred for the construction of the U5 can be broken down into the three areas of planning, construction - including land acquisition and adaptation of existing systems - and vehicle procurement.

planning

For the feasibility studies and the formalized planning phases, funds of around 47 million euros were approved by the citizens as of March 2018; further funds of around 28.8 million euros have been applied for with the same status. The costs were fully covered by the regionalization funds allocated to the Free and Hanseatic City or coverage is sought from these.

The unspecified costs for the development of the concept study for the now discarded connection of the community of Schenefeld in Schleswig-Holstein to the U5 were borne in equal parts by the state of Schleswig-Holstein, the district of Pinneberg and Schenefeld.

All figures rounded.

East section

• Feasibility study: 0.8 million euros
• Preliminary, draft and approval planning: 42 million euros

Middle section

• Feasibility study
  • Initial costs for the route Borgweg - Hauptbahnhof: EUR 2.0 million
  • 1. Addendum for the inclusion of the main train station - Siemersplatz / Stellingen section and for the more in-depth consideration of the possibility of integrated bus stops at the North Central Station and Stephansplatz locations : EUR 1.0 million
  • 2. Addendum for the consideration of further variants at the main train station and Stephansplatz locations : nn (promised)
• Preliminary draft planning: 28.2 million euros (requested)

West construction phase

• Feasibility study: 3.2 million euros

Company workshop

• Preliminary planning for the Gleisdreieck location and extended feasibility study for the Kollaustraße location: EUR 0.6 million (applied for)

construction

Due to the early planning stage, no conclusive information is available on the construction costs of the entire route.

During the presentation of the first project outline for the project in April 2014, the elevated railway stated that it was assuming construction costs of EUR 80–120 million per kilometer. When the results of the feasibility study of the eastern construction section were presented in March 2016, these were Range expanded to up to EUR 200 million. The costs currently expected for the eastern construction section (see below) exceed this value again with an average of 295.5 million euros per kilometer.

The financing of the construction measures is to be supported by federal subsidies within the framework of the Municipal Transport Financing Act (GVFG). Corresponding discussions between the Senate and the federal government have already started. Furthermore, part of the costs is to be covered by the “Schnellbahnausbau special fund” created by the Senate in 2018. In particular, the special fund should contribute to absorbing peaks in demand in years with high construction activity when expanding the rapid transit network and to relieve the regular budget in this way. It was initially filled with 50 million euros in the 2018 budget year, 800 million euros are to be made available for 2021 and 1 billion euros for 2022. However, this is not to be equated with the provision of a total of 1.8 billion euros in these two years, but means that the volume of the special fund will be increased by 200 million euros between 2021 and 2022. If, for example, no funds from the 800 million euros special fund were used in 2021, the additional filling for 2022 would be 200 million euros, for a total of 1 billion euros.

East section

As of November 2019, the costs for the eastern construction section are estimated at around 1.714 billion euros, which corresponds to average costs of around 295.5 million euros per kilometer for a route length of 5.8 kilometers.

The costs will initially be covered by the Free and Hanseatic City's own resources, the citizens voted on November 20, 2019 together with the decision to build the eastern construction section for a corresponding authorization, the notification of the grant to the Hochbahn took place on December 12, 2019. The The grant will be spread over the budget years 2019 to 2033 and will amount to between 3.5 (2019) and 222.8 (2026) million euros depending on the planned costs in the individual years.

The Senate justifies the provisional financing from state funds with the fact that the eastern construction section as an individual project will probably not achieve the positive cost-benefit ratio required for a federal grant or that this ratio can only be achieved through the entire route. The start of construction for the eastern construction section would have been dependent on the availability of the overall planning, which is required for the preparation of the standardized assessment and which is expected at the beginning of the 2020s at the earliest. However, thanks to the financing from state funds, work on the eastern construction section could be started before the overall planning is complete. In coordination with the federal government, however, the cost-benefit ratio of the eastern section will be examined once the overall planning is available in connection with the other sections of the route, so that subsequent federal funding for the eastern section can be granted.

Vehicle procurement

So far, no information is available on the costs of purchasing the 90 vehicles planned to operate the U5.

As a guide, it should be noted that the vehicles of the first series of the latest DT5 series ordered by Hochbahn cost around EUR 3.9 million per unit, although this price was slightly reduced for the second series to around EUR 3.7 million.

Project background and history

Advance planning

The tram's efficiency, which the political decision-makers rated as too low, and the concept of the car-friendly city justified plans for the extensive expansion of the underground network and the shutdown of the tram.

Planned route corridors for the subway according to the preliminary general plan from 1955. The actual expansion of the network did not match the progress made with the decommissioning of the tram, neither in scope nor speed.

Course of the old U4 planned in the 1960s and 1970s . The plans for the U5 are essentially based on the historical plans.

Draft for the network of a light rail from 2009. The proposed routes largely correspond to the historical subway plans.

The plans for the new U4 to HafenCity initially included a branch to Steilshoop and Bramfeld.

The current plans for the U5 take up expansion projects of the underground network that have existed for decades and that were either not implemented or only in a modified form.

The first proposals for the routes that could be served by the U5 according to current plans were formulated in 1950 and further specified in the so-called "preliminary general plan" for the expansion of the subway network presented by Hochbahn in 1955. On the one hand, the general plan must be seen against the background of the onset of suburbanization after the war and the associated growing need for transport, for which the tram, which previously carried the main burden of local transport, was considered insufficient. On the other hand, it is an expression of the urban and traffic planning model of the car- friendly city , according to which the tram was increasingly viewed as an obstacle for the dynamically growing motorized individual traffic , which competes with the car for space in the street space and should preferably be replaced by high-speed trains that run without intersections. The proposals in the master plan, which provided for seven additional lines and a total route length of more than 200 kilometers, were correspondingly comprehensive.

The contents of the general plan were later modified many times - for example by including the large housing estate Osdorfer Born planned from 1960 -, but above all significantly reduced in scope. Expansion projects that have been shown in the Free and Hanseatic City's land use plan since 1974 at the latest , but have not yet been implemented, include a route via Rotherbaum and Hoheluft to Lokstedt, a route via Barmbek to Bramfeld, a route between Lurup, Altona, the main train station, Winterhude and the underground station Sengelmannstraße (original plan for the U4) and a stretch to Glinde in Schleswig-Holstein east of Hamburg. According to current plans, the first two routes mentioned would essentially be covered by the U5; a route for the U5 to Lurup was also considered for a long time, but according to the latest planning status, it should follow a route north of the Volkspark that clearly deviated from the historical plans. The plans were ultimately abandoned in favor of an S-Bahn line from Holstenstrasse , the course of which, however, largely corresponds to the historical plans of the U4.

Of the routes mentioned, the one planned for the U4 was the one that came closest to being implemented. After extensive discussions, the city council decided in 1973 to build the first section between Lurup and Altona, but postponed the project - and other expansion projects planned at the time - for an indefinite period of time with reference to the costs. In 2007, the parliamentary groups of the SPD, CDU and GAL declared that a Lurup subway connection was not realistic for the foreseeable future.

The subway connection Steilshoops and Bramfelds was last discussed in 2002 as part of the planning for the new U4 line to HafenCity . The first draft of the line envisaged developing the U4 as a branch line of the historic U3 ring line , the tracks of which it was to use between the town hall , main station and Barmbek . While a new branch was to be built to the west of the Rathaus station in HafenCity, the decades-old plans for the Bramfeld branch as part of the U4 would have been implemented north of Barmbek . Ultimately, only the branch into HafenCity was realized, whereby as a result of the comparison of variants that had been made in the meantime, not the route of the U3 from the town hall but the route of the U2 from Jungfernstieg was chosen as the unwinding point. In the material accompanying the press release on the final route definition, the elevated railway indicated that the Bramfeld branch could continue to be implemented as an extension of the U3, but did not pursue the project immediately.

The most recent considerations for a rail link between Lurup, Bramfeld and Lokstedt were presented by the then black-green Senate in 2009 with plans for the construction of a light rail system . The first route planned for implementation would have served roughly the same corridor as the eastern section of the U5, but would have continued from City Nord to the Kellinghusenstrasse station. The Luruper and Lokstedt routes should have been implemented in later project phases. After the change of government in 2011 , the Senate , which was now set up by the SPD, discontinued the plan approval procedure for the first section of the route, which was already in progress . In particular, he cited the project costs, which at an average of around 19.7 million euros per kilometer - which corresponds to around 6.7 percent of the currently forecast average construction costs per kilometer of the eastern section of the U5 - were viewed as too high.

Presentation of the U5

The elevated railway and the SPD-led Senate presented the considerations for the construction of the U5 route to the public for the first time on April 9, 2014 as part of a more extensive catalog of potential expansion projects for the subway network.

In addition to the existing deficits in the public transport development of larger parts of the urban area, the increase in the attractiveness of residential and business locations generally associated with a high-quality public transport connection and the reduction of air pollutant and noise emissions by changing the modal split in favor of a lower proportion of motorized vehicles the Senate justifies the planning in particular with the forecast population and employment growth throughout the city, which results in an increased need for the adaptation of the transport infrastructure. The expected additional traffic volume should primarily be absorbed by local public transport and should be anticipated by expanding and adapting the public transport offer.

Although the relationship between settlement and transport development described by the Senate is correct, it should be noted that most of the U5 stations are intended to develop existing transport destinations and sources, which therefore have a rather limited potential for redensification.

The from the elevated railway as part of the above. The plans outlined in the catalog were coordinated with the ongoing plans in the S-Bahn network - at the time these included in particular the establishment of the S4 line to better develop the east of Hamburg and the north-eastern Hamburg area and the expansion of the existing AKN route in the west of Hamburg and in the north-western area for the S-Bahn operation - developed.

Start of planning

Boring underground for the U5 near the Rübenkamp S-Bahn station , which was to be connected to the line at an earlier stage of planning.

At the end of 2014, the Hochbahn completed work on a concept study that looks at the projects presented in April of the same year in more detail. On the basis of the concept study, the more extensive feasibility studies for the individual sections of the U5 were worked out. a. deal with the refinement of the route and the location of the stops, the traffic effect, the economic viability, the determination of suitable construction methods, traffic planning and urban development assessments, the effects of the construction work on surface traffic and the urban development of the area around the stops.

After the SPD lost an absolute majority of the seats in the May 2015 election, it formed a coalition with the Greens . The coalition partners agreed to accelerate the planning work and the implementation of the U5, so that the entire route should be completed by the mid-1930s, after the completion of the work by 2040 was announced when the first project sketch was presented. The statement contained in the coalition agreement that the line should be implemented as parallel as possible from both ends has since been modified to the effect that the middle and the now discarded western construction section should be constructed largely at the same time, while the eastern section should largely be constructed beforehand.

At the beginning of 2015, the Senate commissioned the elevated railway to carry out the feasibility study for the construction section between Bramfeld, Steilshoop and the existing underground network and decided to be the first to implement this section. While the investigation was still ongoing, the Senate asked the city council at the end of September 2015 to provide funds amounting to 40 million euros for preliminary, draft and approval planning for the eastern section and 2 million euros for the preparation of the feasibility study for the subsequent section between City Nord and Hauptbahnhof. The results of the investigation of the eastern section were presented on March 23, 2016 and confirmed the information about the number and location of the stops published as an extract from the ongoing investigation at the end of 2015. a. indicates that the U5 should be operated without a driver. The full publication of the investigation followed in October 2016. Work on the preliminary draft planning was started in July 2016 and completed in July 2017 with the exception of the decision on the choice of the north or south route between Steilshoop and Sengelmannstrasse (see below).

In June 2016, the elevated railway began with an informal public participation for the eastern construction section, in the context of which the public can express comments and suggestions on the planning before the start of the plan approval procedure and the public participation prescribed in its context, among other things. a. the locations of the stations and the connection to the surrounding area are discussed. Also in the summer of 2016, the elevated railway began soil surveys along the route in order to determine the nature and suitability of the soil for the construction of the route and stations as part of the preliminary design planning.

On November 15, 2017, Hochbahn presented the results of the competition for the basic design guidelines for the stations in the eastern construction section. On April 24, 2018, the first qualified station design based on these guidelines was presented, which was also developed as part of a competition (see above).

On December 21, 2017, the preliminary draft planning of the eastern construction section was completed. The steering committee decided to implement the route variant between the Steilshoop and Sengelmannstrasse stations with the new Nordheimstrasse station and not to pursue the variant further south via a new Hartzlohplatz station and a link to the S-Bahn at Rübenkamp station .

Current status and further steps

On April 17, 2019, the elevated railway announced that the draft and approval planning for the eastern construction section had been completed and that the plan approval documents had been submitted to the BWVI as the responsible plan approval authority for examination. The actual plan approval procedure was opened a short time later and should be completed in the second half of 2020. Preparatory measures for the construction should take place in 2021, the actual tunnel construction should begin in 2022. From 2026/27, a trial phase for driverless operation is to begin on a section of the route. Passenger service is to begin between 2028 and 2029, initially between Bramfeld and Sengelmannstrasse , and to be extended to the entire eastern construction section at the beginning of the 2030s.

On November 20, 2019, the Hamburg citizenship voted unanimously, with the left abstaining, for the construction of the eastern construction section and the corresponding financing obligation of the Senate of 1.714 billion euros, after the Transport Committee had already voted in favor of the same proposal on September 24 of the same year.

The work on the feasibility study for the middle construction phase started in June 2016, the main results were presented on January 15, 2019 by the Senate and Hochbahn. The plans are currently being deepened as part of the preliminary draft and discussed with the public. Already at the beginning of March 2018 it became known that the feasibility study for the middle construction section on the section between Borgweg and Uhlenhorst would favor the eastern route along the B5 and the Mundsburger Damm and that the western route considered as an alternative along the course of the investigation the MetroBus lines 6 and 17 should not be followed. It was also explained that instead of the three stations promised by the concept study, only two should be implemented on the section. A plan graphic of the elevated railway dated September 2017 and a graphic presented by the elevated railway to the economic and transport committee of the Wandsbek district assembly at the beginning of March had already indicated that preference would be given to the east variant.

Since January 15, 2019, the Hochbahn has been offering a website on the current expansion projects in the subway network, including the plans for the U5, which is also used to involve the public in the planning process.

In autumn 2017, work began on the feasibility study for the connection to the Osdorfer Born, which examined both a connection to the U5 and a connection to the S-Bahn network. The study was completed by the summer of 2019; on July 9, 2019, the Senate declared on the basis of the results of the investigation that the Osdorfer Born should be served by a new S-Bahn line, while the U5 should be served by the arenas in the Altonaer Volkspark and should find its western end point here. The route to the arenas should be built as part of the middle section, after the concept study and at the beginning of the feasibility study had planned to lead the middle section only to Siemersplatz or Stellingen and the Volkspark only through the western section of the Connect U5.

At the beginning of September 2019, the Hochbahn announced that on the section between Gärtnerstraße and Siemersplatz, as an alternative to the Lokstedter Steindamm station planned at the time , a location further east on the site of the University Clinic Eppendorf (UKE) would be examined and a separate feasibility study would be carried out. In mid-December 2019, the Hochbahn announced as a result of the investigation that the station would continue to be pursued on the UKE site and that the other variants for the route between Gärtnerstrasse and Hagenbeck's zoo would no longer be considered.

Line identification color

Possible line symbol of the U5 with dark purple as the line identification color

So far there has been no official specification of a line identification color with which the U5 is to be displayed on network plans and in other media. However, since July 2015 at the latest, the Hochbahn has been using a dark purple tone on plan graphics, both for the representation of the route and for the line symbol. The use of the color is plausible because it is not associated with historical, current or planned rapid transit lines.

In addition, a medium-dark shade of blue is used on many graphics, which corresponds to the color of the general subway symbol and the line identification color of the U1. These graphics mainly serve to differentiate the U5 as a subway line from the S-Bahn routes or to identify the U5 as part of the subway network.

In addition, a golden ocher tone, which is similar to the identification color reserved for the originally planned U4 , was used with less frequency . The use of this color would also be plausible, as it has not yet been used by any other rapid transit line.

Tested route variants

The route, the location of the stops and the routing of the U5 are developed in a multi-stage planning process in which different variants for the aspects mentioned are checked and weighed against each other with increasing level of detail. The fundamental planning and consideration level is the concept study of the elevated railway from 2014, which discusses the basic traffic, structural, economic and urban planning parameters for the entire route between Bramfeld and the originally planned western end point in Osdorf. Building on this, in-depth feasibility studies were carried out for the originally three planned construction phases, the results of which in turn form the basis for the formalized phases of preliminary, draft and approval planning, on the basis of which the plan approval procedure for obtaining building rights is pursued.

Below is a list of the route variants examined at the individual planning levels, but not selected for further pursuit. The structure follows the originally planned division of the entire route into three construction sections, before these were reduced to the two sections currently being pursued with the decision to develop Osdorf via an S-Bahn route. The three construction phases were:

• East construction phase: Bramfeld - City Nord
• Middle construction phase: City North - Inner City - Siemersplatz / Stellingen
• West construction phase: Stellingen - Osdorfer Born

Planning at the concept study level

East construction section: Determination of the Bramfeld - U3-Nordring route corridor

The route of the U5 east was examined by the concept study. As a dashed, dark blue line, the two route variants last weighed against each other via Nordheimstrasse and Hartzlohplatz .

For the route corridor between Bramfeld and the northern part of the ring line, a total of four main variants, including one with three sub-variants, were examined at the concept study level. All variants agreed that the north-eastern section of the route should connect Bramfeld and Steilshoop. A major difference was the point of intersection with the ring route and the associated route between the steep shop and the point of intersection. Two of the four main variants provided for an intersection at the Borgweg station , while the other two planned this for the Barmbek station .

First of all, one variant via Borgweg and one via Barmbek were selected for in-depth consideration as part of the feasibility study. In April 2015, however, it became known that the steering committee responsible for the project had already decided on the route via Borgweg and therefore only this would be the subject of the feasibility study.

Borgweg crossing point: sub-variants of the Steilshoop - City Nord - Borgweg corridor

Shown in yellow in the adjacent plan.

A total of three sub-variants were considered for the corridor with the Borgweg crossing point , which was selected for further processing. Sub-variant 1 essentially corresponded to the planning pursued since the end of 2017 with a direct route from Steilshoop to the west through southern Ohlsdorf and with a link between the U5 and the U1 at Sengelmannstrasse station . Sub-variant 2 , on the other hand, corresponded to the planning pursued until the end of 2017 with a route over the northern Barmbek-Nord , in which, in addition to the link with the U1 in Sengelmannstraße, a connection to the S-Bahn was to be established at the Rübenkamp station (see below). Sub-variant 3 ultimately corresponded to the aforementioned variant up to Rübenkamp , but would have been led directly from the S-Bahn station without connecting the U1 to City Nord. The concept study selected sub-variant 2 for further examination, since the best network effect was predicted for it through the link with two other high-speed rail lines and the best development effect was forecast through the route via Barmbek-Nord.

Crossing point Borgweg: Corridor Steilshoop - Alte Wöhr - Borgweg

In the adjacent plan shown in purple and magenta.

The second main variant, which would have crossed the Nordring at the Borgweg station , would have swiveled to the south-west coming from Steilshoop if the S-Bahn station had crossed Alte Wöhr and reached Borgweg with complete cut-out of the City Nord.

The variant was ruled out at an early stage, as the connection to City Nord enjoyed high priority as an outstanding transport destination and enjoys a less favorable network effect if the connection with the U1 had been omitted and because there has been none on the route served by the route significant traffic relationship exists. As a result, the route would not have had any operational link to the rest of the underground network.

Crossing point Barmbek: Corridor Steilshoop - Barmbek (- Mühlenkamp)

South corridor between Uhlenhorst and Steilshoop
Direction Steilshoop favorite route via City Nord Elligersweg (East) Habichtplatz Barmbek Brucknerstraße (labor courts) Herderstrasse favorite route via City Nord Continuation towards Mühlenkamp Station names in italics are taken from the nearest bus stop.

Shown in purple in the adjacent plan.

One of the route corridors that provided for a link between the U5 and the existing network at the Barmbek local transport junction would have led the U5 west of Steilshoop not to City Nord, but to the south via Barmbek-Nord. At the Barmbek train station , the line would have swiveled to the south-west and then led via Barmbek-Süd until it would have swung into the western corridor of the middle construction section (see below) at a new Mühlenkamp station near the Mühlenkamp / Hofweg bus stop .

The variant was initially selected for further investigation as part of the feasibility study alongside the route via City Nord and Borgweg , but was ultimately rejected before the investigation was started.

From the point of view of the steering committee, spoke against the route u. a. the less favorable network effect, the lower travel time reduction, the lack of connection to City Nord, the overall lower forecast passenger volume and the lower potential for shifting from private motorized transport to local public transport. Furthermore, the effort for the construction of the underground station of the U5 at the Barmbek junction was classified as too high, as the station should have been built at a considerable depth. The limited availability of space for parking facilities and workshop facilities in Barmbek was also viewed as problematic.

When the U5 was first presented in April 2014, only one variant was planned for the eastern construction section, which essentially corresponded to the one initially selected in the concept study with links to both the U1 and the S-Bahn. The alternative described above was only considered in the course of the concept study and the Hochbahn emphasized during the ongoing examination process that it favored the originally planned route. />

Connection point Barmbek: Corridor Steilshoop - Bramfeld - Wandsbek-Gartenstadt

Shown in red in the adjacent plan.

The variant, which differed the most from the other corridors, provided for Bramfeld and Steilshoop not to be developed using the U5, but rather by extending the U3, which currently ends in Wandsbek-Gartenstadt . The route would have been swiveled to the north east of the station and, in contrast to the other variants, would have reached Bramfeld first and then Steilshoop.

The variant was not pursued any further due to the detour of the route and the fact that, according to the concept study, it was "excluded for structural reasons" that it had been removed from the existing route.

Middle section: Joint use of existing routes in the inner city area

The shared use of existing routes would have required the construction of additional overpass structures - as here between Eppendorfer Baum and Kellinghusenstraße - to allow the U5 to merge in and out without elevation, which in most of the cases considered should have been built underground.

In addition to the plans currently being pursued to give the U5 an independent tunnel route in the inner city area, a joint use of existing underground lines was examined. The routes to Winterhude / Bramfeld in the east and to the Osdorfer Born in the west would have continued to be built as independent structures, which would then have been threaded onto the existing routes in the city center or close to the city center.

The concept study focused on the investment and structural-logistical effort for the rebuilding and expansion of the threading and unfading stations, which would have required the construction of at least one additional platform track, the effort for the construction of the threading and unthreading points in the existing lines, which would have required additional overpass structures to create a height-free intersection of the routes, and the development of the potential areas identified in the concept study, depending on the respective threading point, d. H. the parts of the urban area with special needs or special suitability for connection to the underground network, as well as operational aspects including the capacity available on the existing lines.

U1

On the U1 line , threading at the Jungfernstieg and Stephansplatz stations for the western route and at the Lohmühlenstrasse and Lübecker Strasse stops for the eastern route were considered. This would have resulted in a joint route from U1 and U5 via ( Stephansplatz -) Jungfernstieg - Meßberg - Steinstrasse - Central Station South - Lohmühlenstrasse (- Lübecker Strasse ).

The use of the route was, however, due to the dense and meanwhile more compacted frequency of the U1 - with service of central route sections every 2.5 minutes during rush hour - and due to the structural effort of the necessary three-track expansion of the threading stations as not classified as possible or economically unacceptable.

U2 / U4

For the joint use of the U2 route , far-reaching changes compared to the plans for the U5 initially presented, which provided for a continuous line between Bramfeld and Osdorf, as well as in the further route network, were considered. The concept study proposed that the U4 , which shares its route between Jungfernstieg and its eastern endpoint Billstedt with the U2, be completely separated from it. The line capacities freed up on the U2 route would have been assigned to the U5 and the line would have been routed in the same way as the current U4 route in the direction of Mümmelmannsberg . The eastern route originally planned for the U5 along the eastern bank of the Alster would have been served by the U4 in exchange, which would have maintained the route Bramfeld - Winterhude - city center - HafenCity. This would have required the construction of a new route tunnel for the U4 between Jungfernstieg and the eastern route, as the double-track route of the U2 east of Jungfernstieg would otherwise have been occupied by three lines.

For the new western route to Lurup and Osdorf, which will continue to be served by the U5, the areas of the Christ Church , Lutterothstrasse and Hagenbeck zoo stations were considered as structurally feasible points where the U2 route would extend. However, the route would not have reached significant areas of potential such as the district center of Altona and the city districts along the heavily used MetroBus line 5 , which meant that the aforementioned unlinking points were eliminated. In terms of traffic, it was considered to be far more sensible to unwind in the area of ​​the Gänsemarkt or Messehallen stations , which, however, were viewed as highly problematic from a structural point of view due to the high depth of the route and stations and therefore also ruled out. In addition, the necessary expansion of the separation stations to three tracks was classified as "practically impossible". Furthermore, the shared use of the route of the U2 would have meant a greater limitation of the frequency of the cycle on the U5.

U3

The western access route could have been threaded into the U3 route under the Heiligengeistfeld had largely avoided conflicts with surrounding uses.

Joint use of the U3 route was judged to be the most promising . For the western approach route, a threading north of the St. Pauli station was identified as more or less mandatory, as this would have opened up the potential area of St. Pauli / Altona-Altstadt / Ottensen very cheaply on the one hand, and on the other through the possibility of carrying out the construction work the Heiligengeistfeld restrictions and burdens for surrounding uses would have been largely excluded. A threading at the Lübecker Straße station was identified as the most sensible solution for the eastern approach route . This was particularly supported by the fact that there would have been the slightest conflicts with existing uses, as there are no buildings in the immediate vicinity of the route and the station itself is located under a green area. This would have resulted in a joint route from U3 and U5 via St. Pauli - Landungsbrücken - Baumall - Rödingsmarkt - City Hall - Mönckebergstrasse - Süd Hauptbahnhof - Berliner Tor - Lübecker Strasse .

However, it was assessed critically that the platforms of all stops on the common section of the route would have had to be expanded from currently around 90 to 120 meters in order to enable operation with longer trains. According to the Hochbahn, this measure would have been associated with considerable structural risks and could also have triggered conflicts with issues relating to the protection of historical monuments. Furthermore, the route between St. Pauli and the city center was judged to be too detouring and the possible maximum speed to be too low. As with the other variants of sharing existing routes, the limited train path capacity on the shared section and the associated mutual dependence of the routes would have been potential problems, although these were not explicitly discussed in the published version of the concept study with regard to the U3. The U3 was already being operated at peak times at 2.5-minute intervals at the time the concept study was being drawn up; since the timetable change in December 2018, this frequency has been in effect continuously during rush hour. With reference to the concerns raised in the study about the suitability of the U1 route (see above) and the necessary construction of an additional tunnel between the main station and Jungfernstieg to unbundle the U2, U4 and U5 in the event that the existing lines of U2 and U4 are shared the U5, it is obvious that this aspect was also relevant when assessing the suitability of the U3.

In addition to St. Pauli and Lübecker Straße , extensions at the Rathaus and Berliner Tor stations were checked. However, the former was judged extremely critically due to the considerable construction-time intervention in Mönckebergstrasse as the most important shopping street in Hamburg, the influence on the operation of the U3 and the effects on the numerous bus lines running through Mönckebergstrasse. Due to the foreseeable conflicts with the neighboring buildings and the necessary abandonment of the platform-level change between U3 and U2 / U4, which is currently planned for the station, it was not considered sensible to remove it at the Berliner Tor.

Preferred options and final decision

The overall consideration of the variants described resulted in two preferred variants for the joint use of existing routes, which were weighed against an independent inner-city route. They were:

• The western line merges with the U3 at St. Pauli , the east line merges with Lübecker Straße ,
• The western line merges with the U3 at St. Pauli with the eastern end of the U5 at an unspecified station on the U3, the eastern line is operated by the U4 in accordance with the above. Planning.

Decisive for the decision in favor of an independent inner city route were the traffic and operational advantages recognized therein. These included, in particular, the much freer route selection, which simplifies the efficient development of the potential areas and direct route management, and the operational independence from other lines, through which more flexible and, above all, more frequent intervals and thus higher transport capacities can be achieved on the U5 and also for everyone Lines a higher operational stability is achieved or obtained.

Middle construction phase: Station locations in the inner city area

For the station of the U5 in the area of ​​the main train station, further variants were examined in addition to the locations under the Kirchenallee and in the area of ​​the main train station north . A station below the platforms of Central Station North , which would have been on level -4, and a location transversely below the main nave of the station, which, among other things , would have caused conflicts with the Steintorwall underground bunker , were rated as "structurally unsolvable" .

For the southern route variant, various station locations below the Rathausmarkt were considered in the area of ​​the town hall , but all of them would have had to be built at a very great depth in order to avoid conflicts with structures above, such as the city ​​tunnel of the S-Bahn and building foundations were classified as unfavorable. As a result, a location at the western end of Rathausstrasse was recognized as the most sensible, but was discarded in favor of a location on the northeast side of Rathausmarkt as part of the feasibility study for the middle construction phase.

Middle construction phase: Variants between Borgweg and Uhlenhorst

Variants of the U5 middle
Direction City North Borgweg West variant (left) and east variant (right) Semperstrasse Goldbekplatz Jarrestrasse Winterhuder Weg Mühlenkamp Beethovenstrasse Uhlenhorst (Var. I) Uhlenhorst (Var. II) Uhlenhorst Continue towards the main train station Station names in bold for the eastern variant are still planned. The other stations are part of previous plans.

For the section between the existing Borgweg station and the planned Uhlenhorst station (previous planning name: Mundsburger Brücke ), two further routes were examined in addition to the selected variant along the B5 and Mundsburger Damm.

On the one hand, a route further west was considered, with the stations Goldbekplatz in the area of ​​the bus stop of the same name, Mühlenkamp in the area of ​​the Mühlenkamp / Hofweg bus stop and a station also named Uhlenhorst , but located in the area of ​​the street intersection Hofweg / Heinrich-Hertz-Straße would have strictly followed the course of MetroBus line 6 and would have offered the advantage of being able to completely replace the bus line with the subway and thus relieve the sometimes relatively narrow streets along the route.

On the other hand, a combination of the northern part of the western route and the southern part of the selected eastern route was considered, which would have served the stations Goldbekplatz , Mühlenkamp and a station also called Uhlenhorst west of Mundsburg .

Furthermore, a total of five possible station locations were examined on the selected route, of which three were originally to be selected as part of the feasibility study. In addition to the two stations Jarrestraße (former planning name: Gertigstraße ) and Beethovenstraße , the station Semperstraße at the location of the bus stop of the same name, a stop Winterhuder Weg at the intersection of the streets Herderstraße / Grillparzerstraße / Schumannstraße and the already mentioned station Uhlenhorst west of Mundsburg were added considered.

In particular, the fact that around 30 percent more people in the pedestrian catchment area connected to the rapid transit network than the western route and the much simpler construction were in favor of the variants of route and stations ultimately selected; the B5 and Mundsburger Damm are continuously expanded to have at least four lanes, while the streets along the west route are almost exclusively two-lane, so that there is much greater planning leeway in the street cross-section for the east route and the streets are more robust against construction-related restrictions - such as closures in the vicinity of the construction sites of the stations - are.

West construction phase: determination of the inner city - Osdorf route corridor

The concept study considered a northern, a middle and a southern main variant with several sub-variants each for the route west of the main station. All proposals agreed that the western end point of the route should open up the Osdorfer Born. As part of the concept study, the north and middle corridors were initially selected for further consideration.

At the same time as examining a subway connection, the Senate commissioned S-Bahn Hamburg GmbH to prepare a concept study on alternative S-Bahn routes in the west of Hamburg, which was submitted to the responsible authority in summer 2015. The plans of the S-Bahn Hamburg GmbH envisaged a total of five variants, which included three pure S-Bahn routes to serve the western parts of the city, two different combinations of S-Bahn and U-Bahn routes (see below).

The variants developed by S-Bahn Hamburg GmbH were weighed against the two developed by Hochbahn under the auspices of HVV . The variants were compared on the basis of a preliminary cost-benefit analysis, which also included the urban planning potential of the individual route variants, i.e. H. such as the development of current and future development priorities along the route. After several delays in finalizing the settlement, the citizenship requested the transport authority on January 18, 2017 to make a selection of up to three from the seven available variants by March 31, 2017 at the latest and to present them to the transport committee. The transport authority complied with this request on February 17, 2017 and decided, in addition to the northern corridor of the underground, to further consider an S-Bahn route as a branch from the Pinneberger S-Bahn north of the Diebsteich station .

Middle corridor: city center - Hoheluftbrücke - Diebsteich - Bahrenfeld - Osdorf

Discarded central corridor
From the direction of Jungfernstieg Planning of the north corridor Goebenstrasse Osterstrasse Eimsbüttel market square Diebsteich (Planned location Bf Altona ) Bornkampsweg Regerstrasse Planning of the south corridor Trotting track Stadionstrasse Planning of the north corridor Continuation towards Lurup Mitte

The middle route variant would have been developed as a branch from the route to Siemersplatz. To do this, it would have been threaded north of Hoheluftbrücke and swiveled to the southwest and would then have crossed the Hoheluft-West district, crossed the Osterstraße station and reached the Diebsteich S-Bahn station via Eimsbüttel and Altona-Nord , where it was located until the mid-twenties the new Altona long-distance train station is to be built. According to the currently planned route for the S-Bahn route to Osdorfer Born, the route would then have followed the main Bahrenfelder Chaussee / Luruper Chaussee road in a north-westerly direction and would have connected to the route to Osdorfer Born, which is identical to the northern variant of the U5. The sports stadiums in the Altonaer Volkspark would have been accessed through a station in the area of ​​the current Stadionstrasse bus stop . From the planned station on Bornkampsweg, the route and location of the stops would have roughly corresponded to the historical plans for the U4 for this area.

If this variant had been preferred, the U5 would have had two branches in the west of Hamburg, namely the one to Siemersplatz and the one that would have led via Diebsteich to Osdorf. The routes would then have been operated in the same way as on the north-eastern branches of the U1 , i.e. from the Hoheluftbrücke stop, the U5 trains would have run alternately to Siemersplatz and Osdorf.

In a comparison of variants, the line achieved the highest development effect and, together with the S-Bahn line from Diebsteich, the second best rating for the opening of urban development potential, as it covers the densely populated districts of Hoheluft-West and Bahrenfeld and the center of the Eimsbüttel district , the future Altona train station and the Trabrennbahn Bahrenfeld and the potential areas around the A7 in Bahrenfeld and Othmarschen .

Due to the considerable production costs as well as the double access with existing stations at several points, the central corridor could not achieve a positive cost-benefit ratio overall. A major cost point would have been the creation of the underground, elevation-free extension from the route to Siemersplatz, which would have required work under the closed core area of ​​the district and a multi-year closure of the Hoheluftchaussee as an important main road.

South corridor: city center - Altona train station - Bahrenfeld - Osdorf

Discarded South Corridor

From the direction of the town hall Planning of the north and middle corridor Axel Springer Square Feldstrasse Thadenstrasse (West) Altona Great Brunnenstrasse Hohenzollernring Bahrenfeld Eastern planning of the central corridor Silcherstrasse Trotting track Branch line to the north corridor Arenas / Stadionstrasse Eastern planning of the north corridor Continuation towards Lurup Mitte Station names in italics are taken from the nearest bus stop.

Of all the variants, the south corridor was based most closely on the historical plans of the U4. Unlike the north and middle variants, the route would not have run along the MetroBus line 5 to the north-west to the Hoheluftbrücke, but would have been directly west of the main station to the west. It would have been centered between the main lines of the S-Bahn through the densely populated districts of St. Pauli and Altona-Altstadt and would have connected the Altona train station to the subway network for the first time. The line would have continued via Ottensen , swiveled north and would have crossed the S-Bahn line to Blankenese / Wedel at the existing Bahrenfeld station and swung west of the planned Regerstraße station of the central corridor onto it.

The high population density of the developed city districts spoke in favor of the corridor, but on the other hand the proximity to the underground research facilities of DESY in Bahrenfeld and feared competition with the S-Bahn, which could ultimately have led to underutilization of both modes of transport. Accordingly, the concept study stated that the districts crossed by the south corridor already had sufficient development. Another argument in favor of the northern corridors was the expected relief effect for the heavily used MetroBus line 5.

Sub-variants

Sub-variant central and south corridor: Trabrennbahn - Elbe shopping center - Osdorf

As a variant for the central and southern corridor, a route was considered that would have left the Luruper Chaussee west of Trabrennbahn and instead would have run west via Notkestraße and Osdorfer Landstraße. In contrast to the other variants, the Osdorfer Born would not have been reached from the north with simultaneous development of Lurup, but from the south. In favor of the variant, the fact that the Elbe shopping center would have been an important supply center in the district and an important node in the bus network would have been connected. It was judged to be disadvantageous that the Lurup corridor would have left out an important potential area; furthermore, as with the southern corridor, overall structural risks due to possible conflicts with the DESY research facilities were identified.

Sub-variants of the central corridor in the Volkspark / Arenas area

While the S-Bahn route selected for further investigation with a route along Luruper Chaussee would result in longer footpaths between the arenas and the station assigned to them, the alternative was to route the route across the arenas with subsequent threading onto the course of the north corridor as well as the construction of an additional branch line, which would only have been served during the event operation in shuttle traffic.

In favor of the branch line, the shorter travel times spoke in favor of the priority traffic relationship between Osdorf and the city center due to the more direct route or bypassing the stop at the arenas, which is only required at times.

The lower operational expenditure spoke in favor of the direct connection, since events in the arenas with a lower number of spectators could have been served with regular courses, especially in the regular off-peak hours in the evening. In addition, the shuttle operation, which is classified as operationally expensive, could have been dispensed with. Furthermore, the route would have been shorter for a guided tour over the arenas than for a guided tour over Luruper Chaussee and an additional branch line, which could have reduced production costs.

The concept study recommended an equivalent consideration of the tour along Luruper Chaussee and across the arenas for the further planning steps. A work status published in January 2016, which has since been published, showed, however, that the tour of the arenas will not be pursued any further.

Sub-variants in the Lurup / Osdorf area

In the Lurup / Osdorf area, two alternatives to the course selected for further testing were considered. While the route in the favored variant of Lurup should open up in an arc that swings out relatively far to the north, two routes were considered that would have been further south. The alternative, closer to the selected variant, took up the historical plans of the U4 and provided for a route between the streets Flaßbarg and Böttcherkamp. The alternative further south would have made it easier to continue the route to Schenefeld in Schleswig-Holstein .

The northernmost variant was preferred due to the link it made possible with bus transport in the center of Lurup. Regarding the southern variant, which allowed a comparatively simple extension to Schenefeld, the study notes that, even in the long-term perspective, it cannot identify any structural density in Schenefeld that could justify a subway connection.

Alternative S-Bahn routes

S-Bahn variant from Stellingen as
Direction Diebsteich Stellingen Direction Pinneberg Hellgrundweg (arenas) Lurup center Lurup North Osdorfer Born
S-Bahn variant from Ottensen as
Towards Altona Ottensen Towards Blankenese Regerstrasse Trotting track Stadionstrasse Lurup center Lurup North Osdorfer Born

S32 from Stellingen

The variant would have been removed from the existing network north of the Stellingen station and would have run to the potential location of the Lurup Mitte U5 station a little north of the northern variant of the U5. From Lurup Mitte the route would have been identical to the route of the U5. For operation, the establishment of a new S-Bahn line S32 was proposed, which should also be used according to the current plans for the S-Bahn line to Osdorf.

In a comparison of variants after the U5 corridor via Stellingen, the route achieved the best cost-benefit ratio of all variants, which is mainly due to the relatively low production costs. However, the traffic benefit was classified as lower due to the lack of the planned cross-connection between Stellingen and Lokstedt by the U5. From the perspective of that time, the operating costs also spoke against the variant, since at that time the S32 was only planned as an amplifier line between Elbgaustraße and the main station and it was feared that if the line was operated all day on the route Diebsteich - main station, not enough additional passengers would be gained and the benefit would be too low in relation to the additional operating costs. This aspect was critically assessed as part of the feasibility study for the connection to Osdorf for the investigated S-Bahn route from Diebsteich . Furthermore, no special urban development effects for the area around the route were expected for the variant from Stellingen .

S32 from Diebsteich plus U5 Siemersplatz - Stellingen

As a variant, a combination of the S32 from Diebsteich with a shortened U5 was considered, which should only run from Siemersplatz to Stellingen . The combination achieved the best assessment of all variants in the assessment of the urban development potential, since this would have opened up numerous existing quarters and city districts as well as key areas of development. However, the costs and the general reservations that apply to the route from Diebsteich spoke against this . The variant was taken up again after it was initially withdrawn and is similar to the plans currently being pursued for the west of Hamburg, although the route of the U5 has been extended in the current plans to the Altonaer Volkspark and the branching point of the S-Bahn route has been relocated to the Holstenstrasse station .

S2 from Ottensen (plus U5 Siemersplatz - Stellingen)

The variant provided for a threading out between Altona and Bahrenfeld or west of the planned Ottensen station , furthermore the route would have corresponded to the central corridor of the U5, like the S-Bahn route from Diebsteich from the Trabrennbahn station . The operation should have taken place by an extension of the S2, which so far has only been operated as an amplifier line during rush hour and ends in Altona.

In a variant, the S-Bahn line could have been supplemented by a shortened U5 line analogous to the aforementioned.

The concept study initially spoke out against this variant due to the bypassing of the planned long-distance train station at Diebsteich and the longer journey time to the main train station due to the guided tour through the city tunnel. A combination with the U5 was also ruled out due to the manufacturing costs.

The plans currently being pursued for the development of the west of Hamburg are largely similar to this variant, in that they provide for the construction of both a northern subway and a southern S-Bahn route and also forego the connection to the thief's pond.

Planning at the level of the feasibility studies and the preliminary design

East construction phase: Station locations in Bramfeld

As an alternative to the location ultimately selected for the eastern starting point of the route in the axis of the Bramfeld village square, the preliminary design considered two further, closely adjacent locations. On the one hand, a route further to the south-west with a station in the axis of Bramfelder Chaussee in north-south direction and, on the other hand, a route to the south in east-west direction with a station in Herthastrasse south of the local consumer market was examined.

Even before the Bramfeld village square was selected, the alternative locations were judged to be less favorable in the feasibility study. From the perspective of the elevated railway, in addition to the good development effect in the walking catchment area, the more extensive preservation of the local tree population, the low impact on the heavily used Bramfelder Chaussee during the construction period, the preservation of the local market operation, the good development effect and the favorable connections to bus traffic spoke in favor of the selected preferred variant .

East construction phase: Station locations in Steilshoop

While the preliminary design ultimately selected a location in Gründgensstrasse south of the Steilshooper shopping center for the implementation, the feasibility study had located its preferred location in Schreyerring north of the shopping center. According to the Hochbahn and the traffic authorities, the high cost-effectiveness, the development effect in the pedestrian catchment area by connecting the central pedestrian axes of the settlement and the possible contribution of the station to the upgrading of the district center, which is burdened by urban grievances, spoke for him . After a renewed evaluation under the impression of considerable objections from residents, which in particular pointed to the connection with bus traffic, which from the point of view of the residents, would have been less cheap on Schreyerring, the southern location was determined as the preferred option. The Schreyerring was then still considered an option, as were two decentralized stations in the area of ​​the current bus stops Erich-Ziegel-Ring and Fritz-Flinte-Ring , although the feasibility study referred to the small distance between the two stations, the small additional Development effect, structural restrictions as well as considerable extra lengths of the route against the latter option. Ultimately, both the initial preferred variant in Schreyerring and the decentralized locations were eliminated.

East construction phase: South variant between Steilshoop and Sengelmannstraße

In addition to the route via Nordheimstrasse selected for further processing, a route further south between Steilshoop and Sengelmannstrasse was also examined.

While the north variant follows a comparatively direct route from Steilshoop to the west, the south variant provided that the route, starting from Steilshoop, should pivot to the southwest and, according to the latest planning status, reach a new station Hartzlohplatz on the southern edge of the plaza of the same name. Based on this, the route should lead to the northwest and from the southeast to reach the Rübenkamp S-Bahn station , where a transition to the S1 and S11 lines in the direction of the airport , Poppenbüttel and city center and on to Altona and Wedel would have been made. According to the preferred variant described in the feasibility study, the underground station should be east of the S-Bahn station below an allotment garden. Alternatively, a location west of the Hebebrand Bridge was examined. The line would have run underground roughly parallel to the S-Bahn line to the north, would have swiveled to the west at about the level of Ballerstaedweg, would have crossed the S-Bahn line and would ultimately have been threaded onto the course to Sengelmannstrasse.

The route described is the plan that emerged as a preferred variant from the feasibility study at the end of 2015. The currently tracked north route was only developed or taken up again as part of the preliminary draft planning after a corresponding route was rejected in the concept study with reference to the importance of the network effect and the importance of the development of Barmbek-Nord (see above). The north route was made possible by a reassessment of the transfer potential at the Rübenkamp station , which was carried out as part of the preliminary design planning ; Due to the pedestrian relationship between the platforms of the two high-speed railways, which was classified as not very comfortable, the potential was classified as significantly lower than in the feasibility study, so that a link between the underground and the S-Bahn was seen as less important. In addition, the more direct route and the 1.2 km shorter route, which reduces both manufacturing costs and travel time, spoke in favor of the north variant. The steering committee responsible for the overall U5 project first decided on November 29, 2017 that the north and south routes should be weighed against each other. As a result of the weighing up, it was announced on December 22, 2017 that the route variant via Nordheimstrasse should be pursued further and incorporated into the design planning.

Station locations on the south variant

For the location of the station on the south variant, the elevated railway had initially identified a preferred variant and two alternatives in the feasibility study (all the names given below are only preliminary planning names);

• Preferred variant: Hartzloh Ost: In the axis of Hartzloh Street, east of the Hartzloh / Fuhlsbüttler Strasse intersection,
• Alternative I: Hartzloh West: In the axis of Hartzloh Street, west of the Hartzloh / Fuhlsbüttler Strasse intersection,
• Alternative II: Hartzlohplatz: On the southern edge of the square of the same name.

After objections from residents, especially from Hartzloh Street, the Hochbahn expanded the scope of the preliminary design planning to include twelve potential locations. To the three mentioned were added:

• Elligersweg: between Meister-Francke-Straße and Lambrechtsweg,
• Fuhlsbüttler Strasse: In the axis of Fuhlsbüttler Strasse between Alfred-Johann-Levy-Strasse and the southern Andreas-Knack-Ring,
• Hartzloh Mitte: In the axis of Hartzloh Street, under the Hartzloh / Fuhlsbüttler Strasse intersection,
• Langenfort Ost: In the area where the Rümkerstraße joins the Langenfort street,
• Langenfort West: In the axis of Langenfort Street, western end,
• Neue Wöhr: Under the Neue Wöhr playground,
• Rümkerstraße: In the axis of Rümkerstraße between the cross streets Elligersweg and Schmachthäger Straße,
• Rungestraße: In the axis of Rungestraße between the cross streets Elligersweg and Schmachthäger Straße,
• Sports field: Approximately in the axis of the Kindtsweg street, on the northern edge of the sports field.

In a first step, the locations were designed with regard to the development effect for residents - in particular the first-time development through a rapid transit station -, for the large school locations in the district, the workplaces and the supply facilities - especially Fuhlsbüttler Straße - as well as the quality of the connection to the bus network, Travel times and the user-friendliness of the stops, based for example on the lengths and routes of the paths that are to be preserved, are checked. Only the Fuhlsbüttler Straße variant was excluded here, as it would have achieved a good development effect, but could not have been meaningfully integrated into the planned route due to its north-south orientation, which corresponds to the course of Fuhlsbütteler Straße.

In the second test step, the remaining eleven locations were tested for the effects on the protected goods of people, the environment and nature, as well as with regard to the necessary interventions in private property - for example through the use of private areas in the vicinity of the station -, the workload and the suitability of the respective station environment in terms of building logistics. The group of locations to be further investigated was narrowed down to five; Rungestrasse and Rümkerstrasse were added to the three locations already identified in the feasibility study and confirmed as being fundamentally suitable . The other six variants were ruled out due to the insufficient accessibility, the partial double access through other rapid transit stops and the sometimes too long travel times.

Hochbahn initially continued to regard the original preferred variant, Hartzloh Ost , as the cheapest, as it would have opened up Fuhlsbüttler Strasse as an important shopping and business street as well as a number of densely populated residential areas, allowed short travel times and enabled a direct connection to the bus network. In mid-July 2017, however, the Hochbahn announced that the location was probably no longer an option. A post in the Hochbahn's dialogue blog indicated that one reason for this was the relatively narrow street cross-section in which the station should have been built, which was also one of the main objections that residents of Hartzloh had raised against the location. Together with the announcement that it would continue to examine the route via Nordheimstrasse in addition to the southern route , the steering committee decided on November 29, 2017 to actually abandon the former preferred variant in favor of the location at Hartzlohplatz, until the abandonment of the southern route was announced on December 22, 2017.

Middle construction phase: Variants between Gärtnerstraße and Hagenbeck's zoo

For the section between the planned Gärtnerstrasse station and the existing Hagenbeck Zoo station , three further variants were examined in addition to the currently tracked route via the University Hospital and Behrmannplatz .

One variant envisaged that the route starting from Gärtnerstraße would not have been swiveled east to UKE, but would have continued to follow the course of MetroBus line 5 in a northerly direction and would have reached the Behrmannplatz station via an intermediate station Lokstedter Steindamm in accordance with the current plans and from there on to Hagenbeck's zoo .

Another variant envisaged that the route north of Gärtnerstraße would have swiveled to the northwest and led via a new Lohkoppelweg station in the area of ​​the bus stop of the same name to Hagenbeck's zoo .

The third alternative was a combination of the route via Lohkoppelweg and a separate branch via Lokstedter Steindamm or the University Clinic to the end of MetroBus line 5 at Siemersplatz . In this variant, the U5 would have had two western endpoints with the Volkspark and Siemersplatz arenas , which would have been served alternately on its northwestern branches, analogous to the operation of the U1.

The northern route via Lokstedter Steindamm and Behrmannplatz or originally Siemersplatz to Arenen Volkspark or originally Stellingen represents the longer existing plan, which was already identified in February 2017 as a preferred variant to be further examined. In particular, it would have offered the advantage of being able to largely replace the busy MetroBus line 5 with the U5. The southern variant via Lohkoppelweg was probably only considered in the course of 2017 and was included, for example, in a plan graphic of the Hochbahn dated September 2017. The development of the densely populated south of Lokstedt and the approximately 2 km shorter tunnel and the resulting reduction in construction costs and construction time would have spoken for them. The route via the UKE that was ultimately selected for further tracking is the most recent route variant investigated and was only officially presented by Hochbahn at the beginning of September 2019. For them, the considerable importance of the UKE as an employer with around 11,000 jobs and the considerable number of patients and visitors, which is also expected to double by 2040 as a result of an extensive expansion program, speaks for itself. Since the possibility of a direct connection of the UKE was only considered after the completion of the feasibility study for the middle construction phase, a separate study was carried out for this variant.

West construction section: West line end point on Osdorfer Born

Variants of the U5 West (line end point at Osdorfer Born)
From the city center Arenas Volkspark planned continuation Lurup center Lurup North Osdorfer Born

While the arenas in the Altonaer Volkspark are currently being tracked as the western end point of the U5 and the route there is to be realized as part of the middle construction phase, up to the planning level of the feasibility study it was planned that the middle construction phase should only extend to Stellingen and a third from there , western construction section to the arenas and further west to Osdorf and Lurup and the large housing estate Osdorfer Born there.

As in the current planning for the middle construction phase, the route would have led from Stellingen to the west to the arenas. From there, the route would have continued in a westerly direction and finally swiveled into the course of MetroBus lines 2 and 3 along Luruper Chaussee and would have been with the new Lurup Mitte stops - roughly midway between the Rugenbarg (north) and Eckhoffplatz ( Lurup Center) - and Lurup Nord - for example in the area of ​​the Luckmoor bus stop - to the final stop Osdorfer Born in the area of ​​the Immenbusch bus stop . Overall, the section between Stellingen and Osdorfer Born would have been around 6 kilometers long.

When comparing the variants for the western construction section (see below), the route, which at that time should still extend from Siemersplatz to Osdorfer Born, achieved the best cost-benefit ratio; it achieved the highest transport benefit with the lowest additional operational costs and was therefore regarded as the variant with the best prospect of funding under the GVFG . When considering the urban development potential separately, i. H. For example, the development of current and future urban development focal points along the route, the variant was assigned only comparatively minor effects.

West construction phase: Extension to Schenefeld

While it is currently being considered to extend the planned S-Bahn line S32 beyond its western terminus in Osdorf to the Schleswig-Holstein municipality of Schenefeld , which is adjacent to Hamburg , an extension of the U5 was initially examined.

Shortly after the plans for the U5 were presented in 2014, Schenefeld had already applied for inclusion in the project and suggested an extension of the route to its area with two stations in the areas of the bus stops Schenefelder Platz and Rathaus / EKZ . The Free and Hanseatic City had rejected the proposal at the time with reference to the costs and instead promised a better bus connection. The concept study of the elevated railway from 2014 stated for the extension of the U5 to Schleswig-Holstein that, even in the long term, it would not be able to identify any structural density in Schenefeld that could justify an underground connection.

Despite this assessment, the citizenship commissioned the traffic authorities with a decision of January 18, 2017 to check whether the route of the U5 should be led to Schenefeld. The states of Hamburg and Schleswig-Holstein subsequently concluded an agreement on the creation of a concept study, which was overseen by NAH.SH and HVV and supported by Hochbahn and S-Bahn Hamburg GmbH. Work on the concept study began in the summer of 2017, and the results were published in connection with the results for the feasibility study for the western section of the U5 in July 2019.

In anticipation of the result of the ongoing investigation and in accordance with the assessment of the concept study from 2014, representatives of the Senate, the Hochbahn and the HVV agreed in the meeting of the Transport Committee of the Citizenship in mid-March 2018 that a connection was likely based on the current status of the investigation cannot be supported. In particular, the financial and operational costs of the expansion would be assessed critically, as opposed to a comparatively sparse settlement or a number of potential passengers in the accessible area within walking distance that was judged to be too low.

For the connection, different variants were examined, all of which followed the stipulations that the expansion could be implemented without significant adjustments to the existing and ongoing plans for the route located in Hamburg and that there were no restrictions or disadvantages for the frequency of cycle times and travel times for the Hamburg part of the route surrendered. Taking the above-mentioned conditions into account, the most realistic option was considered to be a variant in which the U5 trains initially lead to the Osdorfer Born station according to the original plans, turn around analogous to the operation at the Blankenese S-Bahn station and then lead to Schenefeld. Nonetheless, the HVV only viewed this variant as the least unfavorable among a number of generally unfavorable solutions.

The construction of an additional branch line west of the originally planned Lurup Nord station was also examined , so that the trains of the U5 would either have winged in Lurup or, analogous to the operation on the north-eastern branches of the U1, would have alternated between Osdorf and Schenefeld. Both variants were rejected by the Free and Hanseatic City, the elevated railway and the HVV, however, with reference to the structural and financial expense and the reduction in the transport capacity for Osdorf.

Ultimately, the question of extending the U5 to Schenefeld was superfluous with the decision to end the line at the arenas in the Volkspark and instead connect Lurup and Osdorf to the rapid transit network via an S-Bahn line.

Location of the company workshop

To determine the location for the company workshop, an independent concept study was drawn up by the beginning of 2016, which examined a total of ten locations. In addition to the track triangle between Sengelmannstrasse and Nordheimstrasse selected for further tracking , these were three locations north of the Siemersplatz station , one location west of the Altona cemetery in Luruper Hauptstrasse, west of the Arenen Volkspark station , west of the Stellingen station and three locations between the Steilshoop and Bramfeld stations .

The concept study assessed the Gleisdreieck and the Kollaustraße / Heckenrosenweg area immediately north of Siemersplatz as the most advantageous locations. The findings of the study were deepened and confirmed by the beginning of 2017 as part of a feasibility study. The examination of the track triangle located on the more advanced route section was then further deepened as part of a preliminary draft of our own, and an extended feasibility study was drawn up for Kollaustraße. On September 24, 2019, it was announced that the Gleisdreieck location had been selected for implementation.

During the comparison of variants, it was already declared that the choice should be in favor of the Gleisdreieck if the eastern construction section were to be implemented first, as the existing workshops could otherwise only be reached via longer feeder journeys and would also be adapted for the U5 vehicles would have to. However, it was also stated that the Kollaustraße location should also be secured with a decision in favor of the Gleisdreieck with regard to possible long-term network expansions. It is not known whether this objective will be maintained after the decision has since been taken.

Alternative S-Bahn route to develop the west of Hamburg

S-Bahn variant from Diebsteich as
Direction Holstenstraße and Altona Diebsteich (Planned location Bf Altona ) Direction Stellingen Luther Church Trotting track Stadionstrasse Lurup center Lurup North Osdorfer Born

While it is currently planned to open up the west of Hamburg with an S-Bahn line that will lead out of the existing network to the west of the existing Holstenstrasse station, an alternative route was initially examined as part of the feasibility study, the one north of the Diebsteich station from the Pinneberger route S-Bahn should unthread. From there, the route was to run westwards to a planned Lutherkirche station in the area of ​​the sacred building of the same name in the west of the Bahrenfeld district, not far from the A 7 . The route would then have crossed the autobahn and, as in the current plans for the S32, would have swung into the route of the MetroBus lines 2 and 3 along the Luruper Chaussee along the southern edge of the Altonaer Volkspark. From there, the route would have followed the currently planned route, with the exception that an additional Lurup Nord station northeast of Osdorfer Born would have been served.

In total, the route would have been around eight kilometers in length and had six stations.

The route achieved the third-best cost-benefit ratio of the seven compared variants for the connection to the west of Hamburg (see above), which is mainly due to the relatively low construction costs. The variant also received a comparatively favorable rating with regard to traffic impact, as it opens up a number of densely populated districts and creates a direct connection between Osdorf and the main development areas in the Bahrenfeld district . Overall, however, the number of connected households is still too low to be classified as eligible under the GVFG. With the resolution of printed matter 21/7570, however, the city council gave the Senate the task of determining the urban development potential along the routes planned for the development of the west of Hamburg. If the Senate uncovered sufficient development potential in the vicinity of the S-Bahn line and undertook to exploit it, it could also grant it eligibility. The investigation is carried out by the traffic authority in coordination with the authority for urban development and housing and the districts of Altona and Eimsbüttel. The major already known potentials along the S-Bahn route include the Bahrenfeld trotting course , for which a residential construction potential of at least 2,200 residential units is expected, the areas around the A 7 in Bahrenfeld and Othmarschen and the further development planned under the project name Science City Bahrenfeld of the research campus' Bahrenfeld.

The operating costs are also viewed critically, as the S32 was originally only planned as an amplifier line between Elbgaustraße and Hauptbahnhof or Harburg Rathaus and it was feared that operating the line all day would not attract enough additional passengers to justify the additional operating costs. Furthermore, Frank Wettstein , Chief Financial Officer of HSV , and Uwe Frommhold, Managing Director of the Barclaycard Arena, stated that, from the point of view of stadium and event traffic, they favored the U5, which is much closer to the sports facilities, while the proposed S-Bahn route is because of its large size The distance to the stadiums did not improve the existing development situation.

Individual evidence

1. ↑ ^{a b c d e f g h} Politics gives the green light for the first construction phase of the U5. In: nahverkehrhamburg.de. September 25, 2019, accessed September 25, 2019 . 
2. ↑ ^{a b c d} U5: Hamburg gets fully automatic underground trains. March 23, 2016, accessed March 23, 2016 . 
3. ^ Ralf Heinsohn: Schnellbahnen in Hamburg . 137f. Books on Demand, Norderstedt 2006.
4. ↑ ^{a b} Steilshoop and Osdorf get an underground connection. April 9, 2014, accessed July 14, 2014 . 
5. ↑ Answer from a Hochbahn employee in the Hochbahn blog of November 10, 2015
6. ^ Citizenship of the Free and Hanseatic City of Hamburg (Ed.): Printed matter 21/4449.
7. ↑ Tschentscher mentions the costs of building the U5 for the first time. July 9, 2019, accessed July 9, 2019 . 
8. ↑ Free and Hanseatic City of Hamburg (ed.): Printed matter 21/1736.
9. ↑ U5: Several variants for the route of the U5 center. In: Dialog blog of Hamburger Hochbahn AG. April 18, 2018, accessed April 18, 2018 . 
10. ↑ ^{a b c d e f g h} Citizenship of the Free and Hanseatic City of Hamburg (ed.): Drucksache 21/12322.
11. ↑ ^{a b} Done: Planning for U5 East is in place. April 17, 2019, accessed May 5, 2019 . 
12. ↑ ^{a b} All right between Bramfeld and City Nord. December 22, 2017. Retrieved December 22, 2017 . 
13. ↑ ^{a b c d} U5 - For Bramfeld. With Bramfeld. Exchange to U5 Bramfeld with business people. (PDF) In: Presentation by Hamburger Hochbahn AG as part of the public participation on August 15, 2016. August 15, 2017, accessed October 1, 2017 . 
14. ↑ Barmbek-Nord: New variant. July 14, 2017. Retrieved July 16, 2017 . 
15. ↑ News from the U5. December 29, 2015, accessed December 29, 2015 . 
16. ↑ ^{a b c d e} Hamburger Hochbahn AG (ed.): Concept study for the underground network expansion; Results report. Self-published, Hamburg 2014.
17. ↑ ^{a b c d e} Further development of the Hamburg subway network: Results of the feasibility studies U5 Ost and U4 Horner Geest. (PDF) March 23, 2016, accessed March 23, 2016 . 
18. ↑ A lot of potential: U5 closes important gaps in the network. January 15, 2019, accessed January 15, 2019 . 
19. ↑ ^{a b} Exclusive: New U5 takes a different route than expected. December 16, 2019, accessed December 16, 2019 . 
20. ^ Metrobus line 5: the traffic artery from the northwest to the center of Hamburg. Retrieved July 14, 2014 . 
21. ↑ ^{a b} New elevated railway line. U5 should lead either via Ottensen or Hoheluft. April 9, 2014, accessed July 14, 2014 . 
22. ↑ Does the planned U5 not stop at Jungfernstieg? In: nahverkehrhamburg.de. April 18, 2018, accessed April 18, 2018 . 
23. ↑ ^{a b c d} U-Bahn network expansion for mobility in Hamburg. In: Presentation of Hamburger Hochbahn AG and the Authority for Economy, Transport and Innovation of the Free and Hanseatic City of Hamburg. November 25, 2014, accessed November 25, 2014 . 
24. ↑ ^{a b c} Expansion of the Hamburg express train network. (PDF) In: Presentation of Hamburger Hochbahn AG at VDI Braunschweig on May 10, 2016. May 10, 2016. Retrieved October 26, 2016 . 
25. ↑ ^{a b} Hamburg's train of the future is created in the film studio. In: Hamburger Abendblatt. December 23, 2019, accessed December 23, 2019 . 
26. ↑ ^{a b c d} U5-Ost City Nord - Bramfeld. Status report. (PDF) In: Presentation by Hamburger Hochbahn AG to the Economic and Transport Committee of the Wandsbek District Assembly on March 1, 2018. March 1, 2018, accessed on March 11, 2018 . 
27. ^ U5 - For Bramfeld. With Bramfeld. (PDF) (No longer available online.) In: Presentation of Hamburger Hochbahn AG at a public information event in Bramfeld on February 28, 2018. February 28, 2018, archived from the original on March 14, 2018 ; accessed on February 28, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
28. ↑ Status of planning and outlook. (PDF) In: Presentation by Hamburger Hochbahn AG and the Authority for Economics, Transport and Innovation to the main committee of the Altona district assembly on July 16, 2015. July 16, 2015, accessed on October 26, 2016 . 
29. ↑ A line design for the U5 east. In: dialog.hochbahn.de. November 15, 2017. Retrieved November 15, 2017 . 
30. ↑ Architecture competition for U5 station Steilshoop completed. In: Press release of the Authority for Economy, Transport and Innovation of the Free and Hanseatic City of Hamburg. April 24, 2018. Retrieved April 24, 2018 . 
31. ^ New construction of the Steilshoop underground station in Hamburg. In: Website of the Trapez Architektur office. April 24, 2018. Retrieved April 24, 2018 . 
32. ↑ Real house number: U5 and U1 on Sengelmannstrasse. July 26, 2019, accessed July 26, 2019 . 
33. ↑ The U5 should run without a driver. In: Norddeutscher Rundfunk (NDR). March 23, 2016, accessed March 24, 2016 . 
34. ↑ ^{a b} High construction costs: First U5 section is expected to cost 1.8 billion euros. July 10, 2019, accessed July 10, 2019 . 
35. ↑ Financial provisions for underground and suburban train expansion - Senate decides on special funds. In: Press release from the tax authorities of the Free and Hanseatic City of Hamburg. October 18, 2018, accessed January 3, 2019 . 
36. ↑ ^{a b} Citizenship finally decides to build the U5 to Bramfeld. In: nahverkehrhamburg.de. November 21, 2019, accessed November 21, 2019 . 
37. ↑ Financing for U5 section is available. (Website) December 12, 2019, accessed December 12, 2019 . 
38. ↑ Hamburg's new U4 line runs from Jungfernstieg. (No longer available online.) In: hochbahn.de. December 14, 2004, archived from the original on September 24, 2015 ; accessed on August 31, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
39. ↑ ^{a b} Citizenship of the Free and Hanseatic City of Hamburg (ed.): Printed matter 20/13739.
40. ↑ U5 should be finished five years earlier than previously planned. In: Hamburger Abendblatt. March 11, 2015, accessed March 11, 2015 . 
41. ↑ Hochbahn makes further test bores for U5. In: nahverkehrhamburg.de. September 28, 2016. Retrieved September 28, 2016 . 
42. ↑ ^{a b} We are talking about new economy variant of the U5 in the west of Hamburg. March 13, 2018, accessed March 13, 2018 . 
43. ↑ ^{a b} The U5 stops are so chic. November 15, 2017. Retrieved November 17, 2017 . 
44. ↑ Feasibility study for the inner city section of the U5 is delayed. In: nahverkehrhamburg.de. November 26, 2018. Retrieved November 26, 2018 . 
45. ↑ ^{a b} Rail connection for Osdorf: The decision should not be made until 2019. In: nahverkehrhamburg.de. December 18, 2017. Retrieved December 18, 2017 . 
46. ↑ ^{a b} Will the planned U5 stop on the UKE site? In: Hamburger Abendblatt. September 4, 2019, accessed September 29, 2019 . 
47. ↑ The new line U 5 runs through City Nord. In: Hamburger Abendblatt. April 16, 2015, accessed April 16, 2015 . 
48. ↑ ^{a b} What the coalition agreement means for the U5. In: dialog.hochbahn.de. April 17, 2015, accessed May 6, 2015 . 
49. ↑ Elevated railway: U 5 is to roll to Bramfeld in 2027. December 9, 2014, accessed December 9, 2014 . 
50. ↑ ^{a b} Rail connection for Osdorf: Senate must make proposals by April. January 19, 2017. Retrieved January 19, 2017 . 
51. ^ Railway for the west of Hamburg: red-green wants speed. January 12, 2017. Retrieved January 14, 2017 . 
52. ↑ ^{a b c d e f g} These railway lines to Osdorf are not being built. February 21, 2017. Retrieved February 21, 2017 . 
53. ↑ Hamburg's new subway plans are becoming more concrete. (No longer available online.) In: Hamburger Wochenblatt. August 20, 2014, archived from the original on August 21, 2014 ; Retrieved August 20, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
54. ↑ ^{a b c} New chance for an arena train station? July 14, 2016, accessed July 14, 2016 . 
55. ↑ ^{a b} U-Bahn network expansion is picking up speed. September 29, 2015, accessed September 29, 2015 . 
56. ↑ New subway, new routes, new stations for Hamburg. December 15, 2016, accessed December 15, 2016 . 
57. ↑ So the new U5 should run through Hamburg from 2026. In: Hamburger Abendblatt. December 29, 2015, accessed December 29, 2015 . 
58. ↑ ^{a b c} U5 new building: Two stops in the race for Barmbek-Nord. In: Hamburger Abendblatt. November 30, 2017. Retrieved November 30, 2017 . 
59. ↑ ^{a b c} U5: Search area extension in Barmbek-Nord. May 11, 2017. Retrieved July 14, 2017 . 
60. ↑ U5 - Barmbek-Nord. Citizen participation. Variant investigation of the Barmbek-Nord stop (PDF) In: Presentation by Hamburger Hochbahn AG as part of the public participation on December 14, 2016. December 14, 2016, accessed December 16, 2016 . 
61. ^ U5 Ost: from the search for the optimal solution for Barmbek Nord. December 16, 2016, accessed December 21, 2017 . 
62. ↑ Broken dreams: No subway for Schenefeld. September 30, 2014, accessed February 16, 2015 . 
63. ↑ Hamburg apparently does not want a U-Bahn or S-Bahn to Schenefeld. April 18, 2018, accessed April 18, 2018 . 
64. ↑ The winning design of the "Wohnen am Volkspark" competition has been chosen. In: Press release of the Authority for Urban Development and Housing of the Free and Hanseatic City of Hamburg. November 22, 2016. Retrieved January 19, 2017 . 
65. ↑ Hamburg reprimanded for accessibility of the Volksparkstadion. In: Hamburger Abendblatt. April 27, 2017. Retrieved April 27, 2017 . 
66. ↑ Preliminary decision for the railway line to Osdorf has been made. In: nahverkehrhamburg.de. February 20, 2017. Retrieved February 12, 2017 . 

See also

• List of Hamburg subway stations
• History of the Hamburger Hochbahn
• Hamburg Transport Association (HVV)

Web links

Commons : U-Bahn line U5 (Hamburg)  - Collection of pictures, videos and audio files

• Official website of the elevated railway on ongoing expansion projects in the underground network including the U5
• Concept study of the elevated railway for the expansion of the underground network from 2014
• Feasibility study of the elevated railway for the eastern construction section